Indian Sport Scout 750cc: 1934-1942

22 Апр 2015 | Author: | Комментарии к записи Indian Sport Scout 750cc: 1934-1942 отключены

Indian Sport Scout 1934-1942

Photo Credit: Boehm

Clement Salvadori

May 2,

Undoubtedly the most famous Scout is the motorcycle belonging to New Burt Munro, of the movie, The Fastest Indian.

He bought it in one of the original Scouts – which said to have a top speed of 55 mph – and fiddled with it for the next years, making numerous at the Bonneville Salt Flats in the

A dash of history starts beginning in 1920 the Scout had a 42-degree, side-valve V-twin with two cams, one for each set of The three-speed transmission was bolted to the of the crankcase, with gears the passage of power from to transmission shaft. The engine/gearbox sat in a double-loop frame, the standard of design back then, a rigid rear and a leaf-spring suspension.

In 1927 the engine was to 750cc, and the model was called the 101. There were two Scouts that year, the 600cc and a 750 in a longer frame the 101, which was known for its handling. In ’32, with the Depression cutting deeply sales, Indian tried to money by bolting the 750 engine the frame of the bigger Chief.

The consumers were not happy this heavier Scout, and let know they wanted the 101

1942 Indian Sport tire.

There were smaller Indians, like the Scout Pony, which a very different chassis the Scout and Chief. The Pony’s suspension had a girder fork a single helical spring, or as called it, a truss-type fork spiral spring suspension. The key may have been the keystone designed by Indian’s Chief Briggs Weaver, in which the became a stressed member.

In ’33 came out with a new model the Motoplane, which went the direction, as the 750 engine was stuffed the 500 frame. However, the chassis was not up to the 20 horsepower (estimated) of the 750. The lasted only one year.

Biggest news for the engine was it was called a “dry sump,” as the oil was instead of dripping onto the (which were becoming paved) as in the old constant-loss system.

Indian Sport Scout,

Back to the drawing board. realized the value of the Scout and the Sport Scout came being in 1934. This was by the 750cc flathead V-twin fed by a Schebler carb. Plugs fired via an automotive-type distributor, and lit by an Auto-Lite generator. A three-speed used a hand-shift and foot-clutch, a triplex primary chain to a multi-plate dry clutch at the transmission

Throttle positioning was a buyer’s available on either left or handlebar end, with the on the opposite side. Folklore has it the left-hand throttle was for right-handed who wanted to be able to draw and while on the move. In truth it was due to the that American motorcycling had not fully decided where the should be.

The Sport Scout used the front suspension, but the new chassis–still the variety–was longer and stronger, a wheelbase of 56.5 inches and no suspension of course, just Wheels were 18-inchers, single-leading shoe brakes at end. There were complaints from the 101 crowd, as the old weighed 370 pounds, the new Sport 385 pounds, but all-in-all the new bike was a machine.

And the styling was new, more flare to the fenders and a gas tank. The engine could be stroked to 935cc by using flywheels.

Year/Model: 1942 Sport Scout. Owner: Anderson, Chicago, Illinois.

The vs. Harley competition was in full and Indian was out to take the checkered with the new model. Ed Kretz the honors at the first-ever Daytona 200 in 1937, and that served to a lot of Scouts. The next year won the inaugural 200-mile race at in New Hampshire. Straight-line speed was a selling point, and in 1937 a Scout was clocked at 128.57 mph at Dry Lake in southern California.

Indian Scout

In September 1938, Indian-mounted Ludlow set both 750cc and records at Bonneville.

Taking of this, Indian came out the Bonneville model in 1939, the attached to both Sport and Chiefs. No engineering of great was involved, but the engines were carefully prepared, with cams, higher compres­­sion and optional magneto ignition.

decided that Indians a distinguishing characteristic to separate from the Harleys, and went all out those big skirted fenders in Today the fenders are considered a but back then there those who liked them, and who did not. Many Indian threw them in the trash and more conventional styles.

Indian Sport Scout,

In 1941 the Sport Scout got the rear suspension that the had been given the year also referred to as “coil and rebound,” and offering less two inches of travel. It was a small forward in the development of spring but a step nevertheless

Indian was also familiar riders wanting to accessorize motorcycles, and sold lots of to keep them happy and the solvent, as solvency was badly at the end of the Depression. This Bonneville in the pictures, fully accessorized, is one of the last off the production line in ’42 before the military needed

1942 Indian Sport rear view.

Two follow-ups. following World War II Indian only the Chiefs, and 50 Scouts solely for AMA racing–on one Floyd did the company proud by winning the Daytona 200. And Burt over in New Zealand, though on in years wanted to pit his own much, modified Scout against the at Bonneville.

His first trip over was in 1962, at the tender age of 63, with his side-valve 600cc engine to 850cc, using overhead and bolted into a homemade He reached 162 mph that year, and on coming back, doing new on the engine. Finally in 1967, the engine bored and stroked to his Scout ran a smooth 190.07 noble ending for a legendary

Year/Model: 1942 Indian Scout

Owner: David Chicago, Illinois

Indian Scout
Indian Scout
Indian Scout


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