LAUNCH TEST - 2025 INDIAN SCOUT - JUST BIKES

LAUNCH TEST - 2025 Indian Scout

Words: Marc Cuming

Photos: Indian Motorcycle Australia

A decade after its debut, the modern Indian Scout has been reinvented, bringing a new frame, more powerful engine and a new focus on individualisation. There’s a Scout to suit whatever you’re looking for in the new range, from a stripped-down bobber to a spec’d-up tourer and even a variant that nudges into sportsbike territory, along with plenty of options and accessories to truly make it your own.

When Indian Motorcycle invited me to the Australian launch for the new Scout range, I couldn’t get ‘yes’ out of mouth quick enough! Test riding and reviewing motorcycles is a nice change of pace – literally - from my day job as a Senior Financial Advisor for Shaw and Partners. It’s also exposed me to a lot of makes and models of bikes over the years, but this would be my first experience on a new Indian of any type. I have had the privilege of riding a 1930s Scout, which was a real treat, but also a challenge and an eye opener to the skills that old-time riders had, with its foot clutch, hand operated gear stick and virtually no brakes.

A day spent riding around the Gold Coast hinterland on roads of varying complexity and quality presented us with the opportunity to sample the new Scout’s qualities on the flat, twisties, up hills and in traffic. With all five Scout factory variants at our disposal and around 20 bikes in total (demonstrating the various ergonomic and accessory options available), one day wasn’t really enough to experience all that these bikes have to offer. It was enough to make me hungry for another ride, though, which is always a good reaction to a road test.

Famous Five

Key differences on the new Scout compared to the outgoing version are: the ‘SpeedPlus’ 60-degree v-twin of 1250cc capacity that produces more power and torque than the 1133cc donk it replaces; and a new steel tube frame, which replaces the old Scout’s cast alloy frame. Some of the suspension, braking, electronics and other small elements also carry over, but there are enough new elements to regard the 2025 Scout as a genuinely new model.

Some model variants carry over, too, but where there were four options in the MY24 Scout family, there are now five.

Scout Bobber. The only variant whose name and aesthetic carries over directly from the 2024 lineup, the Bobber is the entry-level Scout for 2025. Defined by chopped mudguards, a solo seat and 16-inch alloy wheels with fat tyres, the Scout Bobber also features a headlight shroud, underslung bar-end mirrors and an all-black engine finish. Its slammed stance means the Bobber has only 51mm of rear suspension travel.
Scout Classic. Essentially replacing the standard Scout, the Classic has more of a traditional look, with longer, valanced mudguards, wire spoke wheels and plenty of chrome engine detailing. Handlebars sit higher and further back, there’s 76mm of rear suspension travel and mirrors are of the conventional type and placement.
Sport Scout. Similar in style and ethos to the Scout Rogue, the Sport comes with a headlight fairing and “moto” handlebars on 150mm risers. The blackout treatment is similar to that on the Bobber, as are the alloy wheels, but the front wheel is a 19-inch unit for sharper handling. There’s also a more supportive sports seat.
Super Scout. Set up for touring, the Super comes with a pillion seat and pegs, removable windshield and quick-release saddlebags that hold a combined 9kg. The wire spoke wheels and engine detailing are essentially the same as the Classic but with black rims and a black muffler.
101 Scout. Reviving a famous name from Indian’s past, the 101 is the hero model and brings some FTR magic to the new Scout range. Along with more engine power and fully-adjustable (USD) front and (remote reservoir) rear suspension, suspension, the 101 Scout also features dual front brake discs with Brembo calipers, a 19-inch front wheel, headlight fairing and premium paint.

Depending on which Scout you choose, you can also choose the level of tech and rider assistance features that come with it. All MY25 Scouts feature LED lighting and dual-channel ABS, but elements like selectable riding modes, TFT instrumentation and Indian’s Ride Command system with navigation functionality are optional on some Scouts and mandatory on others. Indian describe this tiered system as ‘Standard,’ ‘Limited’ and ‘Limited + Tech’.

To explain, Standard trim is the base, which means an analogue gauge with LCD insert and no electronic aids beyond ABS. With Limited trim, you get three riding modes – Sport, Standard and Tour – a USB charge port, Cruise Control and switchable Traction Control, as well as premium badging and paint options. To this, Limited + Tech adds a fully digital, 101mm circular touchscreen with Ride Command functionality that includes a configurable instrument display, navigation, ride stats and more. This top level also comes with keyless ignition and some really nice two-tone paint finishes.

For the Australian market, the Scout Classic, Scout Bobber and Sport Scout are available in Standard or Limited + Tech, but not Limited trim. Reflecting their premium positioning, the Super Scout and 101 Scout are only available in Limited + Tech trim.

Beyond this, there’s a full range of accessories available, some of which can be grouped under themed collections, like ‘Overnighter,’ ‘Commuter,’ ‘Stealth’ and ‘Open Roads’. These combine elements like mid-mount pegs, footboards, a luggage rack, saddle bags, adaptive headlights and highway bars, to name a few.

1250 has more, 101 has even more

Like Harley, Indian have been cagey about releasing horsepower figures in the past, but that’s changed with the new Scout. The increase in engine capacity from 1133cc to 1250cc with the SpeedPlus brings peak power to a claimed 79kW (105hp) and peak torque to 108Nm (82lb/ft). On the 101 Scout, the peaks are even higher - 82kW and 109Nm from the same 1250cc v-twin. How Indian have achieved this isn’t clear, as the same compression ratio of 12.5:1 is listed, with no other obvious engine differences, either.

A 13-litre fuel tank (500ml more than the previous Scout) and six-speed transmission are common across the range, while all except the 101 Scout come with 41mm forks and a twin shock rear with preload adjustability. Front/rear travel is 120mm/76mm for all except the Bobber (120mm/51mm) and 101 (150mm/76mm). On the 101, larger 43mm USD forks are fitted, with full compression, rebound and preload adjustability front and rear.

Braking is made up of a single 298mm disc front and rear, with a two-piston caliper up front and a single-piston caliper at the rear. On the 101 Scout, there are dual 320mm semi-floating front discs with four-piston Brembo calipers and the same rear disc/caliper set-up as the other variants.

101 is number 1

Before I swung my leg over the Scout, I got to experience the Indian Challenger of Johnny Gee (aka Straw) from Antique Motorcycles. That 1770cc monster was amazing - like driving a car on two wheels!

Seeing the Scout lineup for the first time, I was immediately drawn to the 101. Low, sleek and super cool, the only (minor) blemish was the number plate hanger; presumably a necessary evil for Australian compliance. A pre-ride briefing explained the Scout’s history and interesting facts on this new version, like the US$50 million that was spent on handling development alone.

To ensure the perfect fit, 30 different configurations in terms of ergonomic options – seats, pegs and handlebars – are available, while accessories already number more than 100.

When it came time to ride, I pushed past everyone (the stockbroker in me!) and jumped straight on the 101 Scout. Although low to the ground (654mm seat height and 113mm ground clearance), it felt very comfortable, even with my six-foot plus frame. The paint was beautiful, all the switchgear was in the right place and the tech easy to use – it’s amazing what they pack into an old school circular dial. What struck me most was the feeling of quality; you could tell before even starting the 101 Scout that it’s a premium offering, befitting America’s oldest motorcycle brand.

Into the Hinterland

From the RACV Club Spa room at Royal Pines, the day’s route took the media, invited guests and Indian dealers through the beautiful Gold Coast hinterland and Tweed River Valley.

The new Scout’s “Born from Icons, Ridden by Legends” slogan rang in my ears as I let the 1250cc 101 Scout rip. For all its power, the DOHC v-twin was very smooth, as was the transmission and clutch action. A well-balanced feel through corners (the 101’s 19-inch front wheel plays a part here) and outstanding brakes were other early impressions. It was easy to ground out on the offside with that fat pipe – only 33 degrees of lean angle will do that! – which became fun after the initial shock.

The all-new steel frame gave a great feeling of rigidity and added to the feeling of confidence when pushing these machines to the limit of my riding abilities, which in this instance included trying to keep up with former Isle of Man TT winner Cam Donald, who was part of the local launch.

For what is a reasonably big cruiser, the Scout is slim, making lane slitting a breeze. Even the saddlebag-equipped Super Scout is skinny compared to some, which is very important in this traffic-choked world we live in.

While skinny in terms of breadth, the new Scouts aren’t skinny in weight - the Scout Bobber is 237kg and the Super Scout 259kg. That’s significant, but you don’t feel that bulk, thanks to the aforementioned balance and well set-up suspension. At 117kg, I weigh nearly half as much as the 240kg 101 Scout, but it made no difference - I felt very comfortable when braking hard, accelerating quickly or throwing the bike into and out of corners.

Of the ‘Sport,’ ‘Standard’ and ‘Tour’ riding modes that are standard on the Super Scout and 101 Scout, I tried all three, but always reverted back to Sport to unleash all the power that was on offer.

Overall, each Scout sat really well on the road and I got the impression these are well-built, high-quality machines. As Indian’s entry-level model, this makes sense and explains why so much was spent on development – give riders a bad experience on the Scout and they’re unlikely to return to the brand.

Mass Appeal

After riding all five Scout variants, I favoured the 101, but the other models weren’t far behind. The Sport Scout is a nice option if you can’t quite stretch to the 101, while the upright riding position on the Super Scout and Scout Classic make them very comfortable for longer rides and daily commutes, respectively. The only model I struggled on was the Scout Bobber, which was too cramped for a big guy like me. With basically no rear suspension (I regularly bottomed it out), I’d have to follow any long ride with a visit to my chiropractor. I’ll leave the Bobber for the cool kids to ride to their local café in the city!

Of the gripes, there were only a few. I found my foot regularly got stuck under the gear pedal, but this wouldn’t be a problem for most people, and I’m sure there’s an adjustment or accessory to fix it.

The underslung bar-end mirrors fitted to all bar the Scout Classic and Super Scout are more ornamental than functional, with most of the media on the launch feeling the same way. They also take some time to adjust to (I was always looking for them in the ‘normal’ spot), but at least they can be rotated up to a conventional position.

One for All

As mentioned at the top of this article, Indian have created a Scout range to appeal to all manner of requirements in the cruiser space. With the 101 Scout and Super Scout, this bleeds over into the sportsbike and touring spaces, too.

After a day on the new Scouts, I’d say Indian have done a great job in delivering bikes with classic styling and modern performance. On top of that, they are beautifully finished, have great balance on the road and a feeling of real quality, too.

Every bike in the new Scout range has its merits, but the 101 Scout is a standout and I would love to have one in my stable.

2025 Indian Scout – Specifications

(Scout Classic is baseline – differences for variants in brackets)

ENGINE

Type: DOHC 8-valve 60-degree 4-stroke v-twin

Displacement: 1250cc

Bore x Stroke: 104mm x 73.6mm

Compression Ratio: 12.5:1

Engine Start: Electric

Ignition: Digital

Induction: EFi

Lubrication: N/A

Cooling: Liquid

Exhaust: 2-into-1

Max Power: 79kW @ 7250rpm
(101 Scout: 82kW @ 7250rpm)

Max Torque: 108Nm @ 6300rpm
(101 Scout: 109Nm @ 6300rpm)

TRANSMISSION

Clutch: Wet, multi-plate

Gearbox: Six-speed

Final Drive: Belt

CHASSIS

Frame: Tubular-steel, cradle type

Front Suspension: 41mm fork, 120mm travel
(101 Scout: USD 43mm fork, fully adjustable, 150mm travel)

Rear Suspension: Dual shocks, adjustable preload, 76mm travel
(Scout Bobber: 51mm travel, 101 Scout: dual piggyback shocks, fully adjustable, 76mm travel)

Front Wheel: 16-inch wire-spoke

(Scout Bobber: 16-inch 8-spoke cast alloy, Sport Scout: 19-inch 8-spoke cast alloy, 101 Scout: 19-inch 5-spoke cast alloy)

Rear Wheel: 16-inch wire-spoke

(Scout Bobber: 16-inch 8-spoke cast alloy, Sport Scout: 16-inch 8-spoke cast alloy, 101 Scout: 16-inch 5-spoke cast alloy)

Front Tyre: Pirelli Night Dragon 130/90B16 67H

(Scout Bobber and Super Scout: Pirelli MT60RS, Sport Scout and 101 Scout: Metzeler Cruisetec 10/60B19 61H)

Rear Tyre: Pirelli Night Dragon 150/80B16 77H

(Scout Bobber and Super Scout: Pirelli MT60RS, Sport Scout and 101 Scout: Metzeler Cruisetec)

Front Brake: Single 298mm disc with two-piston caliper

(101 Scout: Dual 320mm discs with semi-floating four-piston Brembo calipers)

Rear Brake: Single 298mm disc with single-piston caliper