Ever since its 2011 resurrection by Polaris Industries, Indian Bikes has targeted on giant, beefy cruisers for the Crosby, Stills and Nash set. However with an ageing buyer base, it’s solely logical that Indian can be trying to develop its attraction — and the much-anticipated FTR 1200 is the Minnesota firm’s first concentrated effort at empire enlargement. Tapping the American motorbike model’s wealthy historical past in flat monitor racing — its notorious Wrecking Crew staff claimed championships within the harrowing sport for 3 consecutive years from 1951 to 1953 — Indian’s new FTR 1200 is predicated off their FTR750 racing bike. That’s slightly applicable: Indian’s Jared Mees has mirrored the Wrecking Crew’s success by profitable back-to-back championships in 2017 and 2018 on the again of a FTR750.
The Good: The FTR 1200 advantages from being Indian’s first clear sheet design in half a decade; it’s a well-engineered machine from headlamp to tailpipes. Indian engines are recognized for his or her energy, and the FTR 1200’s liquid-cooled 1203-cc V-Twin is not any exception; the brand new configuration optimizes airflow for extra energy and torque, enabling it to eclipse rivals like BMW’s R 9 T. The clutch is mild and engages the quick-shifting six-speed sequential transmission with ease. And the quantity of engineering work spent on optimizing stability and weight distribution is clea from the primary time you climb aboard.
Who It’s For: The FTR 1200 was conceived to broaden Indian’s attain, with Europe and Japan as main goal markets. Because of this, Indian labored intently with its Polaris sister firm SwissAuto in creating the bike, to ensure it appealed to European clients whose playgrounds are a lot totally different than the roads that burly cruisers just like the Chief and Roadmaster name house. Which means the FTR 1200 has to deal with corners; agility, grip and stability are a precedence. Furthermore, the flat-tracker has to attraction to the aesthetics of a buyer who’s cross-shopping bikes just like the BMW R 9 T, Triumph Bonneville and Thruxton, and Ducati Scrambler 1100.
Watch Out For: The apparent ding on the FTR 1200 is value versus its Japanese rivals, nevertheless it’s nonetheless aggressive with the worth of European rivals. Aside from that, the one weak spot I encountered with the FTR 1200 was once I needed to journey some 60 miles on dust connecting a number of tiny browsing pueblos. There have been no paved streets so Indian took us on what they thought can be packed hearth roads, solely to find that these gutted paths have been affected by patches of deep sand, leading to a number of riders dropping their bikes. However, truthfully, nobody ought to be taking an almost 500-pound road bike on deep, dune-like sand. On hard-packed dust, it must be famous, the bike lived as much as its flat monitor roots simply advantageous.
Options: Ducati Scrambler 1100 ($12,995), Husqvarna 701 Svartpilen ($11,999), BMW R 9 T Scrambler ($12,995)
Evaluation: Indian chosen the southern tip of Baja California to point out off its newest creation’s deserves, and the two-day, 300-odd mile trek’s terrain proved a superb canvas for the FTR 1200 to showcase its stuff. The roads that join Cabo San Lucas to La Paz and Todos Santos present quite a few forms of driving, which underscored the bike’s versatility. It’s a real polymath, nearly as good taking over the twisties that hugged the mountains because it was buzzing alongside at 80 mph on seemingly countless stretches of freeway.
“We have been fortunate in a way coming into an entire new phase, an entire new platform. We obtained to step again at an early stage and take a look at what everyone else has finished and attempt to innovate past that,” Indian’s vice chairman of engineering John Callahan defined over copious fish tacos. “So we have been in an excellent state of affairs — we didn’t should take one thing we already had and make an evolutionary product out of it.”
This clear sheet engineering is most obvious within the FTR 1200’s general structure, which includes the revolutionary choice to maneuver the fuel tank beneath the seat. Engineers needed to optimize airflow into the V-Twin, in order that they configured the airbox instantly above the engine the place the gasoline tank would usually go. This placement accomplishes two issues: It improves air circulate to the engine to extend energy and torque output, and it centralizes the bike’s mass by relocating the tank instantly underneath the rider. Gasoline isn’t mild; the location of the load of the three.Four-gallon tank lowers the general middle of gravity and contributes to the bike’s wonderful stability. (And because the tank empties, the liquid weight funnels additional down and in the direction of the center.)
The FTR 1200’s designer Wealthy Christoph beforehand labored with legendary motorbike engineer Eric Buell, who he says taught him to “design the air out of the bike” — that’s, package deal every little thing tightly and take away any and all unused area to type a taut, modern silhouette. This tight packaging inside the metal tube trellis body and aluminum rear subframe contributes to the FTR 1200’s general sense of structural integrity and stability, as does the S-spec suspension.
With almost six inches of journey, the gold 43-mm telescopic forks simply absorbed the various dramatic bumps and sudden dips the Mexican infrastructure served up. The shocks are compliant sufficient to really feel all-day snug on the longer, straighter stretches and ably swallow the numerous big speedbumps I encountered, but in addition sufficiently secure and stiff on the various snaking turns discovered climbing the Sierra de la Laguna mountain vary. Grip is aided by race-inspired DT3-R tires, developed unique for the FTR 1200 by Dunlop to safe stickiness European riders demand.
These turns are additionally the place the V-Twin’s 123 horsepower and 87 pound-feet of torque strut their stuff. Exiting some unexpectedly tight corners, I sometimes discovered myself a gear too excessive, but the engine served up a surfeit of low-end torque in clean, beneficiant and predictable surges with a light-weight twist of the throttle. You’ll by no means be missing for torque, even when you end up a pair gears astray.
The 1203-cc powerplant isn’t only a hopped-up Scout engine, both. Engineers say it’s a completely new engine, with an FTR-specific crankcase, cylinders, heads and all internals. When the time involves cease, commonplace Brembo brakes (twin radially mounted 320mm discs with Four-piston calipers up entrance, single 260mm semi-floating disc with 2-piston caliper in again) with ABS scrubbed velocity shortly and controllably.
Throughout lengthy stretches of freeway driving, the FTR 1200 by no means feels tiring. Its large, comfortable padded saddle gives loads of longitudinal and lateral motion (to stop your ass from falling asleep), the S-spec cruise management retains the facility flowing, and most significantly, the bike’s upright driving place proves imminently snug. Pegs are situated immediately underneath your hips, and the extensive flat track-styled ProTaper aluminum handlebars are low sufficient to retain the FTR750’s attractive silhouette however nonetheless excessive sufficient to stay snug throughout lengthy stretches of straight-line driving.
One caveat for shorter riders: the mixture of a excessive driving place (it has a 33.1-inch seat peak) and an extra-wide saddle disqualifies the FTR 1200 for a few of the potential conquest clients Indian is making an attempt to woo. Newer riders and smaller ladies might really feel snubbed; some shorter journalists had a troublesome time touching floor at stops. Examine that with the Ducati Scrambler’s far more accessible 31-inch peak, a delta made much more vital when paired with the FTR 1200’s extra-wide seat.
There are sufficient tech thrives on the S-spec mannequin to attraction to youthful clientele, most clearly the Four.Three-inch Experience Command full-color TFT touchscreen show plucked from the Chieftain and Roadmaster. The system makes it straightforward to toggle between analog-style or modern-looking gauges, interact cruise management, and choose between three journey modes (Sport, Commonplace, Rain) that alter throttle response and traction management intervention. (ABS, stability management and traction management are all lean-angle delicate.) Bluetooth and a fast-charging USB port permit riders to regulate their telephone and music by way of the show, as properly The bottom FTR 1200 lacks all of the above gadgetry, nevertheless, subbing in a four-inch analog gauge cluster; that stated, it nonetheless presents the USB port, in addition to LED lighting.
And final however definitely not least, it must be famous that this can be a fine-looking bike. It doesn’t attempt too exhausting or look excessive. The trellis body, 19-inch wheels, seat and profile are all well-proportioned and radiate a way of durability and easy badassery. (For additional type, tick the field for the non-compulsory high- or low-mounted titanium Akrapovic pipes, which not solely fill the air with a sonorous roar however lend the FTR 1200 a fair higher profile.) It’s an American flat tracker reimagined for the streets, and it rattling nicely seems to be the half.
Verdict: The FTR 1200 will virtually definitely achieve its objectives of opening up new markets for Indian. Positive, it’s a looker, which is crucial when going towards the Ducatis and Triumphs of the world. However extra importantly, its engine, clean energy supply, and spectacular stability ought to tick all packing containers with demanding European and Japanese consumers — particularly these in search of an American bike that delivers on its guarantees.
2019 Indian FTR 1200 Specs
Powertrain: 1,203-cc V-Twin, six-speed sequential transmission
Torque: 87 pound-feet
Lean Angle: 43 levels
Weight: 488 kilos (empty)
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