As the year [1931] progressed to late Summer, it was becoming painfully apparent that general economic conditions throughout the civilized world were deteriorating. What with 3,170 machines shipped during the current sales season, Indian's management decided that a retrenchment in its manufacturing and assembly program for 1932 was in order.
To economize on production and yet modernize somewhat Indian's overall design, which had remained basically unchanged for the past four seasons, a new frame which was somewhat larger and heavier was designed for fitting to both the Chief and the Four. To accommodate the latter engine, the bottom parts of the cradle were elongated somewhat and the proper lug mounts were used with that machine. New and somewhat larger two-piece fuel and oil tanks were fitted which could be common to both. All the remaining cycle parts, such as forks, handlebars, chainguards, mudguards, lighting sets, ignition systems, and all other fittings were common to both machines.
The famous 101 Scout model was discontinued, and to cater to a hoped-for continuing demand for a 45 cubic inch model, the Scout engine was also fitted to the above layout and cataloged as the Standard Scout. The whole program was now in essence confined to a line of three models that were similar in all respects except for the engines, with consequent substantial savings in overall production.
As expected, there were anguished recriminations from most of the die-hard 101 enthusiasts, as the Standard Scout being larger and about 80 lbs heavier than its predecessor could never have the performance or handling qualities of its distinguished parent.
Another fault of the Standard Scout, as a consequence of a continuing search for economical manufacture, was that the combination of the Scout engine with the Chief primary helical gearing produced an annoying whine, particularly when run at fast speeds. Practical mechanics and owners applied various graphite lubricants, or even resorted to filing off the sharp edges of the pinions, but no one was ever able completely to cure the trouble.
The Standard Scout found its ultimate employment for use with suburban police patrols, as it was a smooth running and vibrationless machine, with its small capacity engine in a rather massive frame. Condemned examples were almost invariably 'stroked' by later civilian owners, as the performance in original form could only be described as mild. The model was in very limited production for several seasons, in its original form, and was ultimately discontinued after the 1937 season.
President du Pont could take comfort only in the fact that Indian's financial losses for 1931 were approximately one half those in 1930, but still a staggering total of $392,340.00.
Yet a characteristic happy note to climax the years of chaos was that in competition Indian riders won all of the National Championship races during 1928 and 1929. In 1931, Burton Albrecht turned a 36 second mile on a racing Scout at Oakland's Elmhurst speedway, a time that is seldom equalled even today. In the same year, Miny Waln established a 21 cubic inch record for the mile, that still stands.
As the Excelsior Motor Company terminated all of its competition activities at the close of the previous season, Gene Rhyne, their competition and hill climb star, transferred his activities to the Indian Company. During 1931 he garnered all the first places for the Wigwam in the 45 cubic inch class.
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