Under heavy usage these brackets were sometimes prone to fracture. Not listed, but apparent on the catalogue illustrations: the 1928 crankcases, primary drive and gearbox were no longer pained red.Īll Scouts previous to 1928 were fitted with angle brackets on either side of the crankcase that were bolted to lugs in the forward ends of the cradle frame. From late 1926 on the engine could also be had in 750 cc (45’’) capacity, which greatly enhanced the Scout’s popularity: it offered increased power and speed with only a minimal increase in weight.Įvery new model year saw the necessary modifications or improvements the 1927 catalogue boasted no less than 28 improvements and for 1928 more than 40 were announced, of which no less than 37 referred to the Scout.Īmong the most notable were the new, stronger engine mounting, a new oil pump and dashboard with amp gauge and light switch and a new horn position on the frame instead of on the handlebars.Ī practical point was also the fitting of an oil tap on the hand oil pump. Primary drive is by a set of helical gears that are enclosed in a cast aluminium cover and run in an oil bath. The Scout features a semi-unit construction power plant with a 3 –speed transmission bolted on to it.
The strong points of the new design were low seating position, easy handling, lightness, ample power for the 1920s roads and unbeatable reliability. The new model was labelled “Scout” and it created a sensation when brought out in late 1919. This should be also appealing to the prospective motorcyclists who were put off by the usual heavyweight big twins that were the common types of machines with American manufacturers.
The estimated value is between €16,500 and €20,500, and you can click here if you’d like to read more or register to bid.Indian 1928 Scout “short frame” 600 cc side valve V-twin frame and engine # CG 362Īfter WW I the Indian factory decided it was time to market a middleweight motorcycle.
#1928 INDIAN SCOUT 101 CG ENGINE SIZE FULL#
The Scout you see here has been through a full restoration to original specification, it’s currently road registered in the UK and will be available at the upcoming Les Grandes Marques du Monde au Grand Palais Auction due to be held by Bonhams on the 4th of February. To this day, almost 100 years after the first 101 Scout was made, the model is still a common sight in the surviving Wall of Death shows – a testament to the toughness of the original design.
#1928 INDIAN SCOUT 101 CG ENGINE SIZE PROFESSIONAL#
This coupled with the new lower centre of gravity, larger engine and improved handling of Indian’s new Scout saw it rapidly become the most successful racing motorcycle in the USA at the time.īoth amateur and professional racers modified their Indians to race on early flat tracks, road races, hill climbs, cross country races and in sideshow attractions like the Wall of Death. Rather than using a more traditional chain primary drive, the 101 used a helical gear primary to improve reliability and reduce maintenance requirements. Typically the new Indian Scout 101 was fitted with the newer 45 cubic inch (740cc) flat-head V-twin engine, but it could also be ordered with the same 37 cubic inch (610cc) engine from the previous Scout model – although this was rather uncommon. When Charles designed the 101 Scout he incorporated much of his own racing experience, resulting in a lower seat height, increased rake and a slightly longer wheelbase. Franklin – an Irish-born American immigrant who had also designed the previous Scout, and who earlier in his career had been part of the Indian Motorcycle racing team that won 1st, 2nd, and 3rd place in the 1911 Isle of Man Tourist Trophy – finishing in 2nd place himself. The Indian 101 Scout is remembered by many as the greatest motorcycle that Indian ever made.
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