The Indian Scout Bobber is the stripped-down version of the Indian Scout, the smallest model in the current Indian range. Because it’s not been designed with long-distance touring in mind, it’s small and light and brilliantly suitable for everyday riding in and around town, but still feels great on the open road, with an engine and chassis that are dynamic and entertaining, up to a point.

The Indian Scout Bobber is the smallest model in the Indian range, in terms of its physical size. Lacking the bulk of the larger Indian cruisers and tourers, it is perfect for riding around town but also possesses a sportiness that is entertaining out on the open road. The low seat height helps with low-speed maneuvering, as does the light weight. Above all else, it looks great!

The Scout Bobber comes in three versions: the Scout Bobber with the 1133cc engine, low bars, and chopped fenders: the Scout Bobber Twenty which is the same mechanically and in terms of the chopped fenders but adds mini ape-hanger handlebars and spoked wheels: and the Scout Bobber Sixty, which has a 999cc engine, five-speed gearbox (in place of the six-speed gearbox of the 1133cc versions) low handlebars and chopped fenders.

Indian’s accessories catalog is extensive but the Scout Bobber doesn’t need anything added to it to make it good: it’s already that! The standard seat is comfortable and the forward foot controls are perfectly positioned for an easy riding position. Even the stock exhaust mufflers, while large, have a great sound and aren’t too loud to make everyday riding painful for either the rider or bystanders.

The water-cooled 1133cc V-twin engine produces 100 horsepower and 72 pounds-feet of torque, giving the 553-pound Scout Bobber excellent performance. The 999cc v-twin of the Scout Sixty produces 78 horsepower and 65 pound-feet of torque, although the bike weighs as much as the 1133cc Scout Bobber so the performance will be blunted a little.

Whichever engine you choose, it is a beautifully smooth engine, with just the right amount of vibration to give it great character. Even the 999cc version gives punchy performance: more than enough to satisfy even experienced riders, while the torque is delivered nice and low in the rev range so, no matter what gear you are in, just twist the throttle and enjoy the acceleration!

All the Scout Bobber models have belt final drive, which is virtually maintenance-free - maybe a bit of adjustment is needed. Even better, the service intervals are 10,000 miles for oil and 16,000 miles for valve clearances. If you own more than one bike, it could take you years to get to the point where you need to check the valve clearances. Oil should be changed every year, no matter what mileage you have done: oil deteriorates and becomes acidic so leaving it sitting in your engine for too long can cause damage that will affect the life of the engine.

While sales of the Indian Scout Bobber have been very good, there are still a lot fewer of them on the road than Harley Davidson Sportsters (either the old air-cooled models or the new Sportster S) so you won’t feel like you’re riding the same bike as everyone else. Also, the old air-cooled Sportster is a bit of a dinosaur and can’t really be classified as a proper rival to the much more modern Indian.

The foundations for the Indian Motorcycle Company were laid in 1901, which is two years before Harley Davidson took its first faltering steps toward becoming a manufacturer. The name of the company was changed from The Hendee Manufacturing Company to Indian Motorcycle Manufacturing Company in 1923 and production continued until 1953, when it went out of business, only to be resurrected by Polaris Industries in 2011. This makes Indian one of the oldest motorcycle manufacturing companies in the world, let alone America.

The original Scout was introduced in 1920 and continued until 1949 so, when you ride your Indian Scout Bobber, you are riding an important piece of motorcycling history.

There is no doubt that the Scout Bobber is a damn’ cool motorcycle but cool doesn’t always translate into ‘right for me.’

With an exceptionally low seat height, it’s great for shorter riders but, if you are a lot over six feet tall, it might start to feel a little on the small side.

Similarly, if you are particularly heavy, the very short two inches of rear suspension travel might simply not be enough to prevent your backside from becoming the rear suspension, something that is very likely with the feet-forward riding position which puts your upper body weight onto the base of your spine.

If you are after a sporty ride, then, also, the Scout Bobber might not be for you. Whilst the handling and brakes are fine, if you start to push the bike through the turns, you will find the foot pegs scraping very early, the suspension not really up to it and the single front disc having to work very hard to slow things down.

No problems with the design or build quality at all, nor with performance, but there is limited space to put any luggage so you might struggle to pack enough for a weekend away, unless you are willing to wear a backpack. The Scout Bobber doesn’t come with a pillion seat or pillion foot pegs so you will have to buy those should you wish to carry a passenger.

The standard rear tire is not great in terms of tire life, with some owners reporting having to change it after only 4,000 miles or so.

The Indian Scout Bobber does have some very good rivals and it is down to personal taste as to whether you think any of them look better. Certainly, none of them ride better or are better made so it really does come down to looks.

The most obvious rivals are the Harley Davidson Sportster S, with the new water-cooled Revolution Max engine, and the Triumph Bonneville Bobber.

The Harley produces a lot more power (21 horsepower) and torque (22 pound-feet) but needs an oil service in half the miles (5,000 miles), although the hydraulic valve tappets will never need looking at. The Harley’s suspension is fully adjustable while the Indian’s has no adjustment and the Sportster S’s front brake is a larger diameter and is clamped by a top-spec Brembo caliper. The Harley features cornering ABS and traction control - the Indian has only single channel ABS (front wheel only). The Harley is around $2,000 more than the Scout Bobber in 1133cc guise.

The Triumph Bonneville Bobber is powered by a parallel twin engine of 1200cc but the power is down against the Indian (77 horsepower for the Triumph against 100 horsepower for the Indian), although torque is about the same. The Triumph is chain drive and has the same oil service interval as the Indian but less for the valve clearance distance (10,000 miles against 16,000 for the Indian).

The suspension on the Triumph is much better and it comes with twin front discs and Brembo calipers. Both the Triumph and the Indian weigh about the same and also cost just about the same as well.

Yes! The Indian Scout Bobber is a great bike, whether you are a beginner rider or experienced.

With 100 horsepower for the 1133cc engine and 78 horsepower for the 999cc engine, the Scout Bobber is plenty fast, although the simple suspension and single front disc brake prevent you from riding it like a sports bike!

The Indian Scout Bobber has flat, low ’bars and chopped fenders compared to the Scout. The Scout Bobber Twenty adds spoked wheels and mini ape-hanger ’bars.

No. The Scout Bobber is still in production and, so far, there are three different versions: the Scout Bobber and the Scout Bobber Twenty with the 1133cc engine and the Scout Bobber Sixty, which has the 999cc engine.