February, 1934 | The Motorcyclist
Last month there appeared in The Motorcyclist a photograph of the new Indian. It will be remembered that the men in the photograph blotted from view some of the salient points of design on the new machine. Ever since that issue of the magazine went into the mail it seems as though 50,000 motorcyclists have been trying to get those men to stand aside. Letters, phone calls and all kinds of diplomatically put questions have showered the publisher’s office. “What do you know about the new Indian?” “Well, I suppose the new Indian will have knee action, no draft ventilation and air wheels?” “When do we get the dope on the new 101 Scout?” Questions showered the dealers all over the country. And, the dealers were the ring leaders in asking these same questions.
Well boys, wonder no more. The answer to all your questions is “yes.” It is knee action, no draft, air wheels, 101 Scout and more. It is the motorcycle industry’s answer to a motorcyclist’s modern needs. It is a worthy successor to all the favorite models of the past, and a challenge to its modern mechanical brethren in aircraft, watercraft and landcraft.
Literally, the new sport Scout 45 does have knee action. A new front fork design with coil spring suspension permits the fork complete with wheel, guard and headlight to ride over road obstacles independent of the rest of the machine. The stability of the front wheel within the assembly permits a trim and close fitting front fender which adds much to the stream lining of the whole job.
Actually, of course, the new Indian does not have air wheels. Accomplishing the same effect, however, is the combination of the knee action front spring assembly and the new Keystone design frame. The frame affords a low saddle position and added facilities for handling. The benefits of the design are smoother riding and elimination of motor vibration.
No draft? When you slip through the air so easily and smoothly as you do on this sleek streamlined sport job there just can’t be a draft. T he only draft is that which the other fellow will notice when the new Scout passes him up.
To those of you who favored the old 101, note the 56 1/2-inch wheel base and the 385 pounds weight. The good points of the101 may be found lurking in this model, but plus some mighty fine points of modern discovery in motorcycle design.
The primary drive is a new 3-row chain of 3/8-inch pitch, quickly adjustable without disturbing adjustment of the rear chain and run in an oil bath.
The transmission has been lifted bodily from the Indian 74, thus giving the Scout a unit which is greatly oversize.
These are some of the interesting features of design. More complete specifications are listed herewith.
Having read the specifications you will still want to know, “how does it handle?” In other words the proof of the pudding is always in the eating. All said and done you are going to have to eat your own pudding to be finally convinced of its real worth. You will have to see the new Sport Scout and ride it to realize just how well Indian has accomplished sporty, racy lines; how air resistance has been cut down at high speeds; how the new method of motor mounting, the new primary drive and the gearbox take away all engine vibration and clatter. You will have to demonstrate to yourself its quick acceleration and high top speed.
Meanwhile it may be interesting to know that a veteran of racing and one of the boys who has enjoyed the limelight of night speedways were smiled upon by good fortune and given the opportunity to test the new sport Scout 45.
The old veteran is schooled in taking the pulse of a motorcycle. Too many times in his career he has started in on a long hard grind only to find that his motor lacked the proper feel when it peaked. Too many times he has had to nurse his mount along not daring to put it through the hardest paces under penalty of being forced clear out of the running. Yes, he first notices the getaway—then the speed. Secondly, and much more critically he feels for staying quality. His greatest compliment was his smile. He said, “It not only takes off and rolls, but it is going to stay rolling. And that front fork! That’s the same style fork that’s won about every important road race in the world in the last two years.”
The other chap took off for a stretch of rough mountain dirt road. He wanted to ‘lay it down on some rough curves’ and, “see how she handles.” His report was short and to· the point. He said he could handle it at 70 m.p.h. on the rough turns just as easy as he could at lesser speeds on the paving. He said he liked the saddle position and the distribution of weight.
When I hear one of our speedway riders thus express his confidence I feel more like I had ridden the motor myself. Some of our best riders are bending corners on the flat fifths these days. And, as they travel their circuits, changing from one machine to another they have to learn about the art of feeling a motor. The “New Deal” motorcycle is here! See it! Ride it!
Model 634 Specifications
Brakes—Front and read wheel brakes: Indian two-shoe internal expanding type. Front brake hand operated. Rear brake foot operated. Total braking surface 25.5 square inches.
Clutch—Multiple disc operating in oil. Alternate steel and Raybestos discs.
Drive—Unit constructed primary drive, triple chain, 3/8-inch pitch, quick adjustment not affecting rear chain-completely enclosed, running in oil bath. Gear ratio: solo 4.81 to 1.
Fork—Indian truss type. Wide for adaptability. All tubes same diameter. Forged side links. Fork damped standard. Coil spring suspension.
Frame—New design Keystone type. Heavy, seamless, reinforced tubing.1 1/2” diameter front tube. New fork ends. Low saddle position.
Fenders—New streamlined deep section. Rear fender hinged. Indian head decoration or front fender.
Handlebars—Semi-sport type standard. Sport type optional. Short grips.
Ignition—Indian battery ignition. High speed breaker cam. Unit directly driven from cam shaft.
Lubrication—Indian dry sump system. Adjustable pressure feed to lower rod bearings. Surplus oil returned to tank. Alemite equipment standard.
Motor—Two cylinder 42° “V” type, air cooled, bore 2c7/8”, stroke 3 1/2”, 45.44 cubic inches displacement ( 750 c.c.) Removable L head. Side by side poppet valves. T -slot, cam ground, heat treated, Lynite aluminum alloy pistons. Connecting rods, drop forged steel, heat treated. Crank and main bearings roller.
Saddle—Indian coil spring suspension type. Leather covered, sponge rubber cushioned top. Bucket style. Forged saddle connection. Adjustable saddle position.
Starter—Gear and sector type. Mounted on right side. New large double pedal.
Tank—Large, two-piece, covered frame top tube. Reserve gas supply. Provisions for speedometer mounting. Capacity 3 1/2 gallons gasoline. 3 quarts oil