bassdxtreme

Here is my new toy. 1978 Yamaha 750cc, paid $100 for it at Carlisle, PA.



After some much deserved cleaning and paint

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Dr_Rez

My new to me 2002 Vstar 1100 Custom. Only added stuff is the shield, bags, and some new pipes because I cant stand them super quiet stock ones! Iv done a thousand miles in a few days of owning it because its so damn pleasant to ride. Turns so well and feels real light due to that super low center of gravity. Tomorrow its off to a huge Bike Rally to oggle at others bikes!

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EPOCH6

Resurrecting this thread.

I grew up surrounded by Harley Davidsons and messing around with quads & dirtbikes but only took a serious interest in riding this year. Got my license back in May and have put 20,000 km on a hand-me-down 2009 KLX250S in the last 5 months. Without a doubt this is the most fun I've ever had in my life.

Riding up the abandoned Forgotten Plateau ski slopes on Vancouver Island.



Messing around the local trails with some buddies and their old Hondas.



More local trails with a KTM 990 ADV and an old KLR 650.



And my beloved winter beater, an '82 Honda ATC200E Big Red, soon to be dragged out of hibernation.



My father has been patiently waiting 24 years for me to join him on the road and is happier than I've ever seen him now that we can ride together.

He has been building and customizing choppers since his teens, the two below are his '81 Shovelhead (1200 cc) and a 2013 BMC Hooligan (1500 cc). Both bikes are enormously fun in very different ways, both are rigid mount hardtails.



We're flying out to Nevada early December to rent a couple of Indian Scouts to ride to the Grand Canyon and Death Valley. We're basically looking at it as an extended test ride to determine whether or not we want to buy one next riding season. Very excited, I think they're absolutely gorgeous and have very little doubt in my mind that they ride as nicely as they look.

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Plankton

Nice wheels. Those ATC's are a bitch in turns. I dumped my buddy's many times. I used to ride trials and had a Yamaha TY80 growing up along with a few others, but those are long gone.

My contribution to the thread:

My Baja 50


Something I picked up for my friends kids that has since come back to me since they moved off the property that I intended for them to use it on. Now I terrorize my neighbor's with it. I've had to replace the rear rubber from all the pavement riding. Got something a little beefier to rip up more front lawns.



It's a fun little distraction, and my neighbors love me more than ever now.

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EPOCH6

So I've been obsessing over the Indian Scout for about half a year now with the full intent of buying one early next year. I've spent countless hours lurking the Indian Motorcycle forums online, familiarizing myself with their production and service issues, comparing their specifications to all of the competitor motorcycles in its class, and building up one hell of an Indian Scout eye candy folder on my computer in the process. Half a year into this obsession I'm still convinced that it's my dream bike and far exceeds 99% of its direct competitors in terms of performance and price point.

Today I learnt something pretty astounding about how Polaris has marketed their two Indian Scout models. Something that casts a bit of a dark cloud over Polaris (though I'm not necessarily surprised), but also something that may save me $1600 when I make my final decision in 2018.

In 2011 Polaris Industries acquired the Indian Motorcycle brand and began developing a new line of models to compete with Harley Davidson, Triumph, and the Japanese brands. The Indian Scout 60 was their first middleweight cruiser, designed to compete primarily against the Harley Davidson Iron 883 and the Harley Davidson Sportster 48, but they also needed a bike that would compete against the Harley Davidson Sportster 1200, so they developed the Scout 69. Both bikes were released in 2015 and both bikes smoked the competition in terms of engine performance, handling, and price point (though neither have come close to reaching the sales figures of Harley Davidson, no surprise there).



Competition aside, some confusion arose in the Indian customer base regarding the 22 horsepower difference between the Scout 60 and the Scout 69 when the only mechanical difference between the two bikes is a cylinder bore disparity of 134 cc. Even more confusion arose when Motorcycle Magazine did a dyno comparison test between the two bikes, revealing an unusual similarity in torque and horsepower between the two bikes up to 6000 RPM, where the Scout 60's power drastically drops off. This led Motorcycle Magazine to speculate that Polaris must have programmed the Scout 60's ECU to reduce power at 6000 RPM, artificially producing the 22 horsepower difference between the models.

At the same time, DynoJet, a very popular aftermarket performance modding company, was performing dyno tests of their own and coming to the same conclusions, ultimately discovering that Polaris had added a line of code to intentionally prevent the throttle butterfly valve from fully opening beyond 6000 RPM, significantly decreasing the top end power of the bike. Knowing this, DynoJet went ahead and developed the Power Vision CX, an ECU tuning device that allows you to disable that restrictive code, improve fueling ratios (beyond factory EPA restrictions), modify spark timing for high octane fuel, raise the RPM limiter, raise the top speed limiter, and improve throttle performance with a simple ECU flash no more complicated than transferring files via USB, for $380! They released dyno test charts demonstrating that by removing these ECU restrictions they were able to bring the Scout 60 up to a performance level only 2 or 3 horsepower below that of the Scout 69, which is $2000 more than the Scout 60! This is a much more realistic disparity reflecting the 134 cc bore difference (and the higher compression ratio of the Scout 60).

So at the end of the day it looks like all Indian did to create the Scout 69 was over-bore the Scout 60 by 6mm, leaving the Scout 69 with less compression and a narrower torque curve, though a few more horsepower, and then artificially handicapped the Scout 60's ECU to produce a publicly marketable difference between the two models that justifies the added $2000 price tag. For those of us that have discovered this, it means we can save $1600 by purchasing a Scout 60 and re-flashing the ECU with DynoJet's $380 tuning device, effectively transforming it into a Scout 69 in 20 minutes.

I'm ****ing stoked, and if all of this holds true for another few months, I'll have an Indian Scout much sooner and for much less money than I had originally intended on spending.

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EPOCH6

It is done.



Paid cash for it on Dec 29th, 2018 Indian Scout 60, have only been able to put 275 km on it so far due to near record rainfall out here. Finally expecting a bit of sun from the forecast next weekend, hoping to 800 km by Sunday so I can get the first break-in service over and done with. It has exceeded my expectations so far, surprisingly powerful bone stock. I'll be re-flashing the ECU next week probably and taking it on a 5,500 km trip through a series of ghost towns and national parks in Idaho, Utah, and Montana in May.

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Plankton

*drool*

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