---
title: "Indian Scout Bobber: The Complete Guide"
slug: "5-greatest-indian-scouts-of-all-time"
description: "Indian Scout Bobber specs, history, mods, and buyer's guide. How it compares to the standard Scout and why riders keep choosing it."
pubDate: 2026-04-20T00:00:00.000Z
canonical: https://bobberbrothers.com/pages/5-greatest-indian-scouts-of-all-time/
---
## A Hundred Years of Proving Everybody Wrong

In 1920, a man named Charles B. Franklin drew up a lightweight V-twin that was supposed to be Indian Motorcycle's answer to affordable, practical riding. The Indian Scout went on to dominate flat-track racing, serve in a world war, and outsell everything else in Indian's lineup. Then the company went bankrupt. Then it came back. Then the Scout came back with it.

The modern Indian Scout Bobber carries that same stubborn DNA. Stripped suspension, blacked-out everything, a fat rear tire, and a motor that punches harder than most riders expect from a midsize cruiser. It is not a tribute bike. It is a continuation of something that never really stopped - just took a sixty-year nap.

If you are shopping for one, thinking about modifying one, or just trying to figure out whether the Scout Bobber is worth the money over the standard Scout, this is the only guide you need.

## The Original Indian Scout: 1920-1949

You cannot understand the Scout Bobber without understanding the bike it is named after. The original Indian Scout was introduced in 1920 with a 606cc side-valve V-twin - small, manageable, and reliable at a time when most motorcycles shook themselves apart. Charles B. Franklin's design bolted the transmission directly to the engine case, creating a unit-construction powertrain that eliminated the maintenance headache of separate primary drives. It was decades ahead of its time (Hatfield, *American Motorcyclist*, 1993).

By 1927, Indian bumped displacement to 745cc to compete with the Excelsior Super X. Then came the legendary 101 Scout in 1928 - longer wheelbase, lower seat, better handling. Flat-track racers loved it. Stunt riders loved it. Ed Kretz won the first-ever Daytona 200 on a Sport Scout in 1937. The 101 is still considered by many historians to be one of the finest-handling American motorcycles ever built before the modern era.

During World War II, Indian produced the Model 741 Military Scout - a 500cc version built for the Allied forces. Over 30,000 units served in theaters from North Africa to the Pacific. After the war, Indian shifted focus to larger models, and Scout production ended in 1949. The company itself folded in 1953.

But the Scout name never lost its pull. When Polaris revived Indian Motorcycle in 2013 and launched the new Scout in 2014, they knew exactly what they were doing. The nameplate carried weight.

## The Modern Indian Scout (2015-Present)

The reborn Scout arrived in 2014 as a 2015 model and immediately turned heads. Its liquid-cooled 1,133cc (69 cubic inch) V-twin produces 100 horsepower and 72 ft-lb of torque - numbers that embarrass a lot of bikes with bigger displacement. The engine uses a single overhead cam per cylinder, four valves per head, and electronic fuel injection. It revs clean to the redline, which is not something most cruiser riders are used to.

The chassis is cast aluminum, keeping wet weight down to around 558 pounds. Seat height sits at 25.3 inches - one of the lowest in the midsize cruiser class. For shorter riders or anyone who has ever tiptoed a Harley Softail at a stoplight, that number matters.

Indian positioned the Scout as the gateway bike in its lineup, and it worked. The Scout sold well out of the gate and attracted riders from Harley, from Japanese cruisers, and from outside the cruiser world entirely.

But some riders looked at the Scout and wanted less. Less chrome. Less polish. More attitude. Indian heard them.

## Indian Scout Bobber: Built to Strip Things Down

The Indian Scout Bobber hit showroom floors in 2018, and it is exactly what the name implies: a [bobber](/pages/what-is-a-bobber-motorcycle/) version of the Scout platform. Same 1,133cc V-twin, same 100 horsepower, same aluminum frame. But Indian took the Scout and did what backyard builders have been doing since the 1940s - cut the fender, lowered the rear, and blacked out everything that used to shine.

Here is what separates the Scout Bobber from the standard Scout:

**Suspension.** The rear shocks lose about an inch of travel (2 inches versus the Scout's 3 inches). The front forks are shortened as well. The result is a slammed stance that looks right but rides firmer. You feel expansion joints more. You feel gravel more. That is the trade-off, and most bobber riders make it gladly.

**Seat height.** Sits at around 25.6 inches - slightly higher than the standard Scout's 25.3, but the visual effect reads lower because of the chopped rear fender and the muscular rear tire profile.

**Handlebars.** The Scout Bobber runs mini-ape handlebars instead of the standard Scout's pullback bars. The riding position is more upright, arms slightly higher. It changes the whole feel of the bike.

**Fenders.** The rear fender is chopped short - bobbed, in the traditional sense. No passenger seat, no sissy bar, no grab rail. Solo riding only, which is exactly the point.

**Finish.** Everything that was chrome on the Scout gets blacked out on the Bobber. Engine covers, exhaust, hardware - all dark. Indian offers it in matte and gloss black finishes plus rotating seasonal colors like "Maroon Metallic" and "Sagebrush Smoke."

**Tires.** The Scout Bobber runs a 130/90-16 front and a 150/80-16 rear, giving it a chunkier, more aggressive stance compared to the standard Scout's setup.

**Weight.** Curb weight comes in around 554 pounds - a few pounds lighter than the standard Scout thanks to the trimmed fenders and solo seat configuration.

We have had a few of these roll through the shop. Honest take: the blacked-out treatment is not just cosmetic. It changes the character of the bike entirely. The standard Scout looks like something you ride to a dealership event. The Scout Bobber looks like something you ride to a bar that does not have a sign out front.

## Indian Scout vs. Scout Bobber: Which One?

This is the question we hear more than any other from riders eyeing the Indian lineup. Same motor, same frame - so what are you really paying for?

| Feature | Indian Scout | Scout Bobber |
|---|---|---|
| Engine | 1,133cc V-twin, 100 hp | 1,133cc V-twin, 100 hp |
| Rear suspension travel | 3.0 in | 2.0 in |
| Seat height | 25.3 in | 25.6 in |
| Rear fender | Full | Bobbed |
| Passenger capable | Yes | No (solo seat) |
| Handlebars | Pullback | Mini-ape |
| Chrome level | Moderate | Blacked out |
| MSRP (2025) | ~$12,499 | ~$12,999 |

The price difference is small - usually $500 or less depending on the color. The real question is how you ride.

If you want a bike that can carry a passenger occasionally, handles highway miles with slightly more rear suspension comfort, and has the option to dress up with touring accessories later - go Scout.

If you ride solo, you want the stripped-down look, and you do not mind a firmer ride - go Bobber. The mini-ape bars and the blacked-out aesthetic are not bolt-on accessories you can easily replicate on a standard Scout. You would spend more trying to convert a Scout into a Bobber than you would just buying the Bobber.

For riders coming from [Harley bobber builds](/pages/best-harley-bobber-builds/) or custom projects, the Scout Bobber has one major advantage: it comes from the factory ready. No custom seat pan, no fender chop, no powder-coating bill. You ride it home looking the way it should.

## Scout Bobber Twenty and Scout Bobber Sixty

Indian expanded the Scout Bobber family with two variants worth knowing about.

**Scout Bobber Twenty (2020-present).** Same bike, but with 12-inch mini-ape handlebars instead of the standard Bobber's shorter bars, plus wire-spoke wheels instead of the Bobber's cast wheels. The extra reach changes the riding position noticeably - more relaxed on longer rides, less strain on your wrists. The Twenty shares the standard 3.3-gallon fuel tank. If you plan to ride the Bobber on anything beyond city loops and weekend blasts, the Twenty's more relaxed riding position makes longer stints more comfortable.

**Scout Bobber Sixty (2020-present).** This is the entry-level Scout Bobber. Indian dropped a smaller 999cc (60 cubic inch) V-twin into the Bobber chassis - hence the name. Power sits at 78 horsepower, and the price starts around $8,999, making it the cheapest way into a factory bobber from any major manufacturer. For riders who do not need the full 100 horses, the Sixty is an excellent option - and used examples are a genuine bargain.

## Mods That Actually Make Sense

The Scout Bobber community is active, and the aftermarket caught up fast. Here are the modifications we see most often on builds that come through the garage - and the ones we think are actually worth doing.

**Exhaust.** The stock exhaust is quiet and restrictive. A slip-on or full 2-into-1 system from Bassani, S&S, or Two Brothers wakes the V-twin up. Expect 5-8 horsepower gains with a proper tune. More importantly, the sound goes from "sewing machine" to "actual motorcycle." The Scout motor has a nice growl when you let it breathe.

**Air intake.** Pair the exhaust with a high-flow air cleaner. Indian's own Stage 1 kit works. S&S makes a Stealth air cleaner for the Scout that looks clean and flows well. Always retune after intake and exhaust changes - the stock ECU runs lean, and a Power Vision tuner from Dynojet will let you correct the fuel map.

**Suspension.** This is the mod that transforms the Scout Bobber from a cool-looking bike into a bike you actually want to ride for more than 45 minutes. The stock rear shocks are the weakest point of the platform. Progressive Suspension 444 series shocks or Legend Revo-A shocks give you adjustable preload and damping without raising the ride height. You keep the slammed look. You lose the spine compression on railroad crossings.

One thing we learned working on a buddy's 2019 Bobber: do not cheap out on rear shocks. The guys who buy $150 eBay shocks end up replacing them inside a year. Spend the $400-600 on a proper set and you are done.

**Seat.** The stock solo seat is thin. Mustang and Corbin both make Scout Bobber-specific seats that add foam and gel without raising the seat height dramatically. If you ride more than 30 minutes at a stretch, this should be your first purchase.

**Handlebars.** If the mini-apes are not your style, Biltwell and LA Choppers make drag bars and low-rise bars that fit the Scout Bobber risers. Keep in mind you will likely need extended cables and brake lines for anything significantly taller than stock.

Before you ride your Scout Bobber anywhere serious, make sure you're set up with the right kit - our [biker gear guide](/pages/biker-gear-guide/) covers everything from helmets and gloves to boots, so you're not making rookie gear choices on a bike this good. If you are building out a bobber of your own - Scout-based or otherwise - [grab a tee from the shop](/collections/t-shirts/) and wear what you ride.

## Common Issues and What to Watch For

No bike is perfect. Here are the known issues with the Scout Bobber platform that you should know before buying.

**Rear brake pedal clearance.** On lowered Scout Bobbers (especially with aftermarket shocks), the rear brake pedal can scrape on sharp left turns. Check the clearance if you are running non-stock shocks or a lowering kit.

**Fuel range.** The 3.3-gallon tank is the most common complaint among Scout Bobber owners. At highway speeds, expect around 100-120 miles before you are hunting for a gas station. The Twenty shares the same 3.3-gallon tank, so it does not solve the range issue. Aftermarket extended tanks from companies like Drag Specialties exist, though fitment on the Bobber frame can be tight.

**Heat management.** The liquid-cooled V-twin runs hot in traffic. This is true of most modern bikes, but the Scout's engine sits close to the rider's legs. In stop-and-go summer riding, you will feel it. There is no real fix other than keeping moving or wearing proper riding gear.

**Wire harness routing.** Some early-year Scout Bobbers (2018-2019) had reports of the wire harness rubbing against the frame in certain areas, eventually wearing through the insulation. Indian issued a service bulletin. Check for chafing during any used-bike inspection.

**Oil consumption on early models.** Some 2015-2017 Scout motors (same engine used in the early Bobbers) burned oil at a higher rate than expected. Later production years resolved this with updated piston rings. If buying used, check the model year and ask about oil consumption between changes.

## Buying Used: What to Pay

The Scout Bobber holds its value reasonably well, though not as aggressively as Harleys in the same price bracket. Here is a rough guide based on current market pricing as of early 2026:

- **2018-2019 Scout Bobber:** $7,500-$9,500 depending on miles and mods
- **2020-2022 Scout Bobber:** $9,000-$11,000
- **2023-2025 Scout Bobber:** $10,500-$12,500
- **Scout Bobber Sixty (used):** $6,000-$8,000 - genuine bargains in this range

For a used buy, look for service records showing the 5,000-mile and 10,000-mile services were completed. Check for aftermarket exhaust and intake mods - if they were done without a tune, the engine may have been running lean and running hot. Ask to see the air filter. If it is filthy on a "low-mileage" bike, the odometer might not be telling the full story.

## How the Scout Bobber Stacks Up Against the Competition

The Indian Scout Bobber sits in a competitive space. Its closest rivals:

**Harley-Davidson Softail Standard / Street Bob.** Bigger displacement (107 cubic inches), more torque at low RPM, heavier, more expensive. The Harley has decades of aftermarket support and the brand loyalty factor. But the Scout Bobber makes more horsepower, weighs less, and handles better in corners. If you care about performance over badge, the Indian wins on paper.

**Triumph Bonneville Bobber.** The [Triumph Bobber](/pages/16-greatest-triumph-bonneville-bobber/) is a direct competitor with its own take on the factory-bobber concept. The 1,200cc parallel twin makes 77 horsepower - less than the Scout - but the Triumph's fit and finish are exceptional. It is the more refined bike. The Scout Bobber is the rawer one. Pick your personality.

**Honda Rebel 1100.** The dark horse. Honda's 1,100cc parallel twin with DCT (automatic) option is an oddball in this segment, but the Rebel 1100 is shockingly capable and significantly cheaper than the Scout Bobber. It does not have the same visual presence or aftermarket support, though.

## Why the Scout Bobber Matters to Bobber Culture

The bobber movement started in garages. Guys taking post-war military bikes - including Indian Scouts - and cutting off everything that was not essential. Front fenders. Rear fender sections. Passenger pegs. Excess chrome. The whole point was reduction. Make the bike lighter, faster, more personal.

The Indian Scout Bobber is a factory-built version of that idea, and some builders will tell you that is a contradiction. A "factory bobber" is like a "factory custom" - the words fight each other. We get that argument. If you want the broader context for what makes a bobber work, our [bobber motorcycle guide](/pages/what-is-a-bobber-motorcycle/) breaks down the stripped-down formula.

But here is the thing: not every rider has a garage, a welder, and 200 hours to sink into a project bike. The Scout Bobber puts the bobber aesthetic and the bobber riding experience into the hands of riders who would never build one from scratch. That is not a compromise. That is access. And the more riders on stripped-down bikes, the better the culture looks.

Check out our full breakdown of [what makes a bobber a bobber](/pages/what-is-a-bobber-motorcycle/) if you want the deeper history. And if you are already in the life - riding anything with a solo seat and a chopped fender - [we have gear for that](/collections/all/).

## Sources

- [Indian Motorcycle - Scout Bobber Official Specifications](https://www.indianmotorcycle.com/en-us/scout-bobber/) - factory specs for the 1,133cc V-twin including power output, dimensions, and MSRP
- [Cycle World - 2018 Indian Scout Bobber First Ride Review](https://www.cycleworld.com/2018-indian-scout-bobber-brings-indian-into-21st-century/) - independent first ride review with performance impressions and comparison to standard Scout
- [Silodrome - 5-Minute Histories: The Indian Scout](https://silodrome.com/5-minute-histories-indian-scout/) - original 1920 Scout history, Charles Franklin's design, and the 101 Scout's racing legacy
- [Rider Magazine - 2018 Indian Scout Bobber First Ride Review](https://ridermagazine.com/2017/07/21/2018-indian-scout-bobber-first-ride-review/) - detailed riding evaluation of suspension, ergonomics, and engine character
- [Ultimate Motorcycling - 2018 Indian Scout Bobber: 8 Fast Facts](https://ultimatemotorcycling.com/2017/07/15/2018-indian-scout-bobber-unveiled-8-fast-facts/) - launch specifications, variant differences, and pricing for the Bobber lineup
- [J.D. Power - 2018 Indian Scout Bobber ABS 1133cc Specs](https://www.jdpower.com/motorcycles/2018/indian-motorcycle/scout-bobber-abs-1133cc/specs) - factory equipment list and standard specifications

*The wider culture around riding gets its full breakdown in our [motorcycle culture guide](/pages/motorcycle-culture-guide/) - rallies, films, lifestyle history, and the rider scene.*