Still, there’s much fun to be had cranking the Rogue over, and our cadre of journalists set a brisk pace on magnificent Highway 33 in the mountains inland from Ventura. As usual, the Scout’s stout chassis resists flexing and feels totally planted up to (and occasionally exceeding) the 29-degree lean angle liberally enforced by dragging footpegs, and then the shotgun exhaust’s lower muffler. Once out in the canyons, the Rogue’s livelier steering is enhanced by the height of the mini-ape handlebars, which encourage aggressive countersteering to bend the bike into corners. The Rogue slots nicely into Indian’s Scout lineup, and this Sixty model can be had at prices starting at $10k. Self-canceling turnsignals and a 12-volt charging port are unexpected conveniences on a such bare-knuckled bike. A round analog speedometer has an LCD inset panel that displays gear position, time, and tripmeters. Otherwise, the Rogue rolls serenely down the highway, with vibes from its counterbalanced motor never becoming obtrusive. However, the scant 2 inches of rear suspension travel created a few jarring moments over harsh expansion joints. On the freeway, the Rogue’s plusher seat and modicum of wind protection from the fairing treat a rider better than the Bobber. Those numbers translate into admirable speed potential when wringing its throttle, pulling willingly from lower revs, and surging to a strong run for the redline. Torque peaked at 5,700 rpm with 64.5 lb-ft of twist. The last time we dyno tested the Scout’s engine, it kicked out 85 hp to the rear wheel, arriving at 8,100 rpm, shortly before its rev limit. Downward mirrors can be rotated upward if preferred. Nicely angled surfacing from the fairing to the tank to the fenders. The cable-actuated clutch requires a bit more effort to pull than a hydraulic unit, but it offers precise and predictable releases. Most everything but the design of the engine is old-school analog – there are no ride modes, traction control, or IMU, just an unfettered throttle that responds exactly as intended. The note from the flat-black exhaust is pleasing in its own way, thumping quicker and smoother than traditional narrow-angle V-Twins like Indian’s Chief and any air-cooled Harley. The bike feels lighter on its feet, both around town and on canyon roads. Its wheel/tire combo is nearly 1.5 lbs lighter than the Bobber’s, and its sharper profile endows the Rogue with newfound agility relative to the squatter 130/90-16 rubber on other Scouts. Spinning laps around Ventura’s city streets proved the fitment of the taller 130/60-19 front tire has benefits beyond styling. Also noticeable is a new sport-style solo seat with an extended backrest portion, which feels comfier than the Bobber’s and helps hold a rider in place when tapping into the 69ci V-Twin’s 100 horses. A mini-ape handlebar from the Bobber Twenty places a rider’s hands significantly higher than the Scout Bobber, ending up a few inches below shoulder height. “For so many motorcyclists, riding carries a rogue spirit – a bold statement of freedom and individuality that brings riders together – and Scout Rogue delivers that in spades,” commented Aaron Jax, Indian Motorcycle Vice President, at the bike’s press launch in Ventura, a coastal surf town in Southern California. This one is fitted with accessory shocks and a passenger seat. The Rogue has an appealing profile, whether cruising Main Street or Highway 33.
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