2025 Indian Scout Review – First Ride

One, Two, Three, Four, Five New Indians

Five models (Bobber, Sport, Classic, Super, 101) and two trim levels (Limited, Limited +Tech) comprise the 2025 Indian Scout platform. Mixing and matching the models and trims ups the total variety of bikes to 11 ranging in price from $13k to $17k. Having ridden the five base varieties there’s only one model for me, the 101. It’s a simple matter of brakes and suspension, but more on that later. For now, it’s important to know that the key differences between the outgoing and incoming models are a change from aluminum to tubular steel for the frame, a new 1250cc SpeedPlus engine, and a consolidated exhaust.

2025 Indian Scout

Only the Bobber, Sport, and Classic models are available without trim packages. These base model Scouts are outfitted with analog gauges with fuel level and fuel economy readouts, ABS, and LED lighting. Introducing the Limited trim ($700) to these three adds to the mix ride modes (Standard, Sport, Tour), traction control, cruise control, a USB port, and premium badging. The Limited +Tech trim, while optional on the Bobber, Sport, and Classic, is non-optional on the Super and 101 Scouts. This $1,700 trim level offers a push-button keyless ignition, and replaces the analog gauge with a round, full-color, four-inch, touchscreen display. The digital display utilizes Indian’s Ride Command system which features route planning, turn-by-turn navigation, configurable gauges, weather and traffic overlays, and ride stats.

To make things easy, here’s a table to see each Scout model, the available trim, corresponding price, and paint schemes.

All the 2025 Scouts are powered by Indian’s redesigned 60-degree, liquid-cooled, 1250cc, SpeedPlus V-Twin. Power output among the Scouts, except for the 101, is a claimed 105 horsepower at 7,250 rpm and 82 lb-ft of torque at 6,300 rpm – all at the crankshaft, an increase over the 2024 models of five horsepower and 10 pound-feet of torque. While torque production on the 101 remains unaltered, the 101 boasts six more horsepower at the same rpm (111 vs 105). I was told that for an undisclosed price, Indian dealerships can increase the horsepower output of the other Scouts to match the 101 via some software tuning. Whether the horsepower increase is worth it depends on what the price will be, because a six-horsepower increase is not going to significantly affect quarter-mile times. From my perspective, there are two other areas where your money would be better spent. The first is gearing.

It’s a larger displacement engine with more power and torque than the outgoing 1130cc Twin, but getting away from a standing start involves way more clutch manipulation than should be necessary from the big V-Twin. In fact, I witnessed several journalists stall the Scout while getting used to this peculiarity. The culprit is most likely the one-tooth larger countershaft sprocket used on the 2025 models giving the new Scouts overall taller gearing. The advantage of taller gearing is reduced engine revs at cruising speeds resulting in better fuel economy. Indian reps made a point of telling us that the new Scouts had an increased fuel range of approximately 20 miles from a fuel tank that’s larger by only 0.1 gallons.

So, the tradeoff for better MPGs is a clutch-intensive launch protocol, but this minor foible will most likely become a part of normal operation shortly after taking ownership. If not, replacing the stock countershaft sprocket with a one-tooth smaller unit is an easy fix. Otherwise, the new engine is fun as long as you enjoy revving because the SpeedPlus likes to spin in a sportbike kind of way, not waking up until the tach reads 4,000 rpm and keeps building until reaching its peak numbers. The engine’s mated to a six-speed transmission with a slip/assist clutch, but I only used second and third gears in the twisty sections of our ride and easily managed to maintain the pace.

The other area beckoning me to spend money to change what I dislike is the new exhaust. According to Indian, the change from two mufflers to a single muffler was to increase space, allowing more room for saddlebags. Fair enough, I guess, but isn’t that what the new Super Scout, outfitted with a quick-release windscreen and saddlebags, is for? It’s a subjective observation, but I prefer the stacked mufflers of the outgoing model. The good thing is, just like the aftermarket built two-into-one pipes for the outgoing model, surely someone will have a two-into-two exhaust for the new one.

What can’t be affordably upgraded or easily changed is the suspension and brakes of the Scout models that are not the 101. The 101 Scout features other niceties such as a custom-stitched solo seat, gloss black six-inch risers, machined triple clamps and handlebars, a quarter fairing, and two absolutely gorgeous paint schemes, but it's the bike’s suspension and brakes that really set it apart from the other Scouts. Beginning out back, the 101 is outfitted with dual, fully adjustable, piggyback reservoir shocks with three inches of travel, while up front resides a fully adjustable, inverted, cartridge fork with 5.9 inches of travel. The other Scout models have preload-adjustable dual shocks with three inches of travel (two inches of travel on the Bobber), and a nonadjustable, standard fork with 4.7 inches of travel. These stats don’t do justice, however, to the performance differences between the suspension components. Where the other Scouts absorb road irregularities with the alacrity of Silly Putty, a rider can actually feel the 101’s suspension moving through its stroke, minimizing jolts to the rider. We were told that the Bobber, with only two inches of rear suspension travel, is the best-selling Scout, so maybe I should temper my enthusiasm for the 101’s suspension performance, but the point I’m getting at is when combined with the upgraded brakes the 101’s MSRP is easily justified.

As much of an improvement the 101’s suspension is over the other models, the brakes are even better. Dual front 320mm semi-floating rotors gripped by radial-mount 4-piston Brembo calipers provide premium, two-finger stopping performance. The power and feedback of the 101’s front brakes was so night and day compared to the single 298mm semi-floating rotor with a 2-piston caliper on the other Scouts I had to incorporate the rear brake to make up the difference.

And don’t let the Sport Scout moniker fool you with its name and similar quarter fairing as it is outfitted with the same brake and suspension components as the other non-101 Scouts. What the Sport Scout does share with the 101 is a 19-inch front, 16-inch rear wheel size combo compared to the 16-inch front, 16-inch rear combo of the other Scouts. The larger diameter front wheel delivers a much more stable feel, providing more confidence in the front end, and allowing the rider to push the bike harder into the corners.

The decision to switch from aluminum to tubular steel for the frame on all the new Scout models was made with a nod to customizers. “For us, it was imperative to keep it clean, follow the iconic lines of Scout, and create a package that offered seamless customization. To achieve this, it all started with the steel tube frame,” said Ola Stenegärd, Indian’s Director of Product Design. The switch to steel may have also helped the Scout’s agility as the 2025 model is claimed to be 12 pounds lighter than the 2024 model.

I didn’t get a chance to ride a Scout with the analog gauge (no, really, that’s OK), but the full-color digital gauge would have been my preference anyway. There are two main settings with one being a crowded house of information while the other a clean, easy-to-read-at-a-glance layout. Both can be viewed in light or dark mode, or left to automatically switch between the two depending on lighting. The single, round, four-inch gauge is also where you manipulate ride mode settings, navigation, etc., via the handlebar-mounted switchgear.

Speaking of ride modes, Indian did a good job of making the difference in the modes noticeably useful without overcompensating. The Standard setting is exactly the kind of laid-back throttle response you want in a lazy, cruiser kind of way while switching to Sport provides a more immediate engine response without going so far as making it a lightswitch affair a lot of motorcycles in Sport mode suffer from.

It should be no surprise this sportbike jockey preferred the 101 Scout over the other offerings, but we’re all different and that’s exactly why Indian chose to launch five different versions of the Scout for 2025. A Scout for everyone! I’ve liked the Scout since its introduction a decade ago, and it’s sad to see that model go away, but its replacement, while different, improves the breed without any radical changes. Little things like the redesigned subframe providing universal fitment to all Scout accessories have big impacts while the new steel tube frame should allow for some imaginative custom fabrications in the near future. Launching five new models all at once is no small endeavor and Indian seems to have successfully accomplished that and then some.

In Gear

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