Indian Scout Sixty: An American 999-cc ‘starter bike’

Transmission: 5-speed constant mesh

Bore x Stroke: 3.661" x 2.898" (93 mm x 73.6 mm)

Clutch: Wet, multi-plate

Displacement: 61 cu in / 999 cc

Exhaust: Split dual exhaust with cross-over

SUSPENSION

Front Suspension: Telescopic fork, 41 mm diameter, 4.7 in (120 mm) travel

Rear Suspension: Dual shocks, 3.0 in (76 mm) travel, adjustable

CHASSIS

Dry Weight: 542 lbs (246 kg)

Ground Clearance: 5.3 in (135mm)

Length: 91 in. (2311mm)

Rake/Trail: 29° / 4.7 in. (120mm)

Seat Height: 25.3 in (643mm)

Wheelbase: 61.5 in (1562mm)

Indian Motorcycle is going down — in size, scale and price.

The company has introduced a smaller version of its popular Scout, the 1200cc lightweight retro-styled cruiser that hit the market 18 months ago as a 2015 model.

For 2016, Indian has shrunk the Scout. The new Scout Sixty is a 999cc “mid-sized” bike, with many of the attributes of its big brother and many new ones — including a low price tag — that should attract a host of new riders.

The new Scout Sixty is powered by a 61 cubic inch engine — hence its name — inside a frame that’s a little more stripped down and basic than the full-size Scout.

It sits at a very low 25.3 inches, and comes off the side stand with minimal effort — effecting a first handshake that should make smaller or newer riders confident.

It rides lighter than its 543 pounds, and feels like a smaller bike. (Curiously, it’s four pounds heavier than the Scout, even though it has a smaller engine and has five gears instead of six. Why? Smaller pistons mean thicker cylinder heads, which weigh more than the empty space inside them.)

Because it sits low and is well balanced, the little Scout rides away from a standing start with ease. Despite the big engine, the power band is easy on the wrist.

On the road, the Sixty has tons of torque — 65 pound-feet, Indian says, and 78 horsepower, down from around 100 on the big Scout — pulling hard in all five gears from a very low point on the tachometer. (How low? It’s hard to say. The stripped down, classically-inspired dash only presents a speedomoter, odometer and gear indicator.) Though the stiff clutch pull may at first put off some riders, the gear box shifts assuredly up and down as the Sixty gains and loses speed.

Even on the freeway, the Sixty holds its own and feels big-bike steady. Many smaller machines rely on a 6th speed to smooth them out at a higher velocity. But the Sixty, at 60, chugs smartly along in its 5th gear. (That’s partly because the 5th gear on the Sixty is the same ratio as the 6th gear on the Scout. It’s actually the Scout’s 5th gear that’s missing on the Sixty.) Though the handlebars begin to buzz a bit at 80 mph, the engine still feels quite capable — and still has enough left in the tank to accelerate into a lane change.

Because the Sixty is belt-driven, not chain-driven, the vibration stays low. Because there’s no windshield or flyscreen, too much wind will be more a factor than too little motor.

The Sixty gives up some amenities, but gains others. The gear indicator is a plus, but it only works when the bike is moving. Newer riders will have to get into the habit of finding neutral or remembering what gear they were in when they pull up to a stoplight. The low center of gravity is great for putt-putting around town, but it also means some footpeg scraping in tight corners.

The bike is water-cooled, which is good, but the big radiator is the Sixty’s one clumsy design element. Also, though it’s equipped with disc brakes, it doesn’t have ABS, and it’s not offered as an option — unlike the full-size Scouts, which for 2016 forward feature ABS as standard. The suspension is firm, perhaps too much so, but better shocks are an available option.

Color? Basic black, with a red and white version available as an upgrade. Passenger comfort? Forget it. The Sixty comes without a rear seat, and without rear foot pegs, though as on the Scout both are available add-ons.

Another plus, the Sixty has self-cancelling turn signals — a tremendous advantage, and a safety feature. But it has no fuel indicator — a slight drawback, since it means having to keep very close track of mileage or forever be popping the gas cap to see how much fuel is still sloshing around down in that 3.3-gallon tank. (There is a low fuel warning light.)

Then there’s the price tag. The Scouts start at $11,299. The Sixtys start at $8,999.

The Indians differ from the Harley-Davidsons in one essential way: Buying one doesn’t involve joining the orange and black brotherhood, with all its legacy and all its baggage, both good and bad.

It may be the Scout Sixty buyer may not take as much market share from other brands as from Harley. The Scouts may be more of a “buy American” option for riders who might otherwise have made their non-Harley choice a Triumph Bonneville or Moto Guzzi V7.