2019 Indian FTR 1200(S) launch review

When the new wave of Indian motorcycles went on sale in 2014 under the stewardship of Polaris, the models were what everyone kind of expected – big ships with valanced guards and powered by a brawny, large-capacity V-twin.

And as much as the cruiser, touring and bagger route has been very successful, it certainly doesn’t amount to a wide-ranging global offensive – and that’s where the new range of Indian FTR 1200s come into the picture.

The three-model line-up – the Indian FTR 1200, FTR 1200 S and FTR 1200 S Race Replica – is the start of what’s expected to be a stream of new, younger demographic-chasing platforms over the next five years for the Minnesota-headquartered company, with the 60-degree 1203cc V-twin that powers the machines set to be a major part of the landscape.

There’s no doubt where the design inspiration for the Indian FTR range came from – the FTR 750 flat tracker, which first made an appearance in 2016 and in 2018 won all but one race in the extremely competitive AMA Grand National flat track series.

The machine has also started off the 2019 season with the bang – and in the face of new opposition from the likes of Yamaha – and it’s a seriously sensational piece of kit.

That’s why the Indian FTR 1200s are referred to with a ‘born on dirt, built for street’ tagline, and we’ve just ridden them on some sensational canyon roads above Malibu in California at the international launch.

Well, to be truthful, we only rode the S version of the FTR 1200, which differs from the standard model by adding in various electronic aids (traction control, cornering stability control, wheelie control), a choice of three modes (Rain, Standard or Sport), fully adjustable suspension and a 4.3-inch TFT touchscreen.

The Race Replica (so named because it shares the same livery as the FTR 750) version of the S then adds in Akrapovic silencers and a red trellis frame.

So to the naked eye it’s easy to tell all three models apart, and the trio of Indians will go on sale in Australia by July 2019 priced at $20,995 (FTR 1200), $22,995 (FTR 1200S) and $24,995 (FTR 1200S Race Replica) respectively. They are rideaway prices.

I’m tipping the FTR 1200 S will be the biggest seller…

This is the second motorcycle launch that Bikesales has attended out of LA – and we can see why. Scenic and twisty roads are never far away, and in the case of the FTR 1200 launch it was Malibu to show how competent these bikes are.

And if Indian wants to add fun, engagement and exhilaration into its product mix – terms used by its International Product Director Ben Lindaman at the launch – the FTR 1200s are a massively strong starting point. And that was made abundantly clear after 150km of fast road riding which placed a premium on engine, chassis and braking performance.

Conceived as a parallel program to the FTR 750 race bike – Indian always knew that a street version would make it to market – the FTRs kind of make a niche all on their own: not really Scrambler but not your traditional naked bike either. And when the machines catch your eye from the rear with that overhanging seat, they really do strike a resounding pose.

The crux of the matter: for those who haven’t considered an Indian before, the times could be a changin’!

Indian hasn’t tried to overdo anything in the FTR recipe, even the electronics, which is what makes it such an appealing, compliant roadster. The 60-degree, liquid-cooled 1203cc engine is a big part of that flexibility, and filtering through traffic on the Pacific Highway at the start of the launch immediately brought that to the surface.

I was in second gear, and the engine was purring over at just 1500rpm – that’s barely beyond tickover. No chugging or resistance: just smooth acceleration.

That creaminess continues at the other end of the scale at highway speeds in top gear, as the powertrain effortlessly goes about its business at 3200rpm at 100km/h.

In between, a workmanlike bottom-end feeds into a lusty mid-range (complete with corresponding vibes at 5000rpm) with a strong appetite for revs as that short-stroke engine gets to work. The abrupt rev limiter then hits at 9000rpm, but you’ll be way happier short-changing at around 7000rpm.

That’s if you really want to keep the enthusiasm at a high level, and leaving the FTR in third gear for the tight turns and short, punchy straights and switchbacks will leave you perfectly satisfied – well, it did for me…

Peak torque is 120Nm at 5750rpm, and there’s 123hp lurking in that V-twin at 8250rpm. Predictably, Sport mode on the FTR 1200 S (and by extension the FTR 1200S Race Replica) provides the most thrilling ride, and the Standard smooth things out a bit.

Both ABS and traction control can be deactivated, while other features on the engine include an assist and slip clutch (the clutch pull is very light), dual throttle bodies, and the airbox is positioned under the faux ‘fuel tank’ – with the 13 litres of real juice underneath the seat.

There’s quite a bit of heat emanating from under the seat and that rear cylinder, which could become an issue in really hot weather. It was about 27 degrees Celsius during our ride.

The upswept twin exhausts complete the engine package, which in the case of the FTR 1200 S Replica are Akrapovic cans. The exhausts, tubular steel swingarm and laydown side-mounted shock dominate the rear landscape in what is a very ‘busy’ bike – lots of elements to look at and admire.

The development of a new engine is undeniably the hardest and most head-scratching part of a new model platform – especially under the tough Euro 4 emissions regime – so what Indian has achieved in a relatively short period of time is impressive.

It’s certainly not perfect, but we were riding pre-production machines. To that end, calibration of the ride-by-wire throttle will be a constant focus, so the FTR range that goes on sale in Australia will certainly benefit from that. That’s the beauty of modern hardware: the ability to download new engine tunes in seconds.

When the enthusiasm was up that also meant some tighter lean angles and working that special Dunlop DT3-R rubber – a tread that’s made to resemble the hoops on the FTR 750 but with a shallower depth and extra silica.

It’s a 19-inch (front) and 18-inch affair, and the rear hoop does have quite a flat profile which means that once you hit the end of the tread there’s not a lot of extra contact patch to fall back on.

The maximum lean angle of the FTRs is still an impressive 43 degrees, and they are also a pillar of stability with the conservative geometry: 26.3 degrees of rake, 130mm of trail and a 1524mm wheelbase. It’s not an absolute scalpel through turns, but nor is the 221kg (222kg for the S) model designed to be. However, through the endless supply of high-speed sweepers, switchbacks and tight, undulating turns above Malibu, it was still a tonne of fun!

All three FTR 1200s have Brembo brakes, which lack a bit of initial feel before starting to really bite. The brake lever is span-adjustable, bur the clutch isn’t.

The seating position actually feels very similar to the new MV nakeds I rode a few weeks ago, with the ergonomics promoting a slight forward position without placing too much stress on the wrists. The high-ish handlebar also helps to mitigate any pressure.

The FTR has quite a ‘sit-in’ feel about it, while the seat is more than comfortable enough – in fact a shining light compared to some other nakeds/retros on the market. The seat height is a manageable 805mm.

Indian has introduced some beautiful wheels of late on models like the Chieftain and, while the cast-aluminum versions on the FTR 1200s aren’t quite as sexy (and have less spokes than the FTR 750), they still cut a sharp figure.

Prefer wire wheels? Indian Motorcycle can accommodate as part of a dedicated FTR accessories catalogue that spans 40 separate products. The company won’t be selling accessory packages per se, but at the launch had FTRs decked out in ‘Rally’ (with the wire wheels) and ‘Sport’ attire. And you can bet there will be obligatory-branded casual and riding wear as well. Keep an eye on the this link: http://catalog.indianmotorcycle.com.au.

The 4.3-inch TFT screen, which kicks in at the FTR 1200S level, is an absolute beauty. It’s a touch design that works well with gloves, and it has two ‘themes’ that you can toggle between with just a swipe of the screen.

There’s also a quick-flick lever on the right switch cube to toggle between the main screen and the menu, where among other features, riding modes can be changed on the fly. It's simple and efficient.

The ignition key sits just below the TFT screen, but I could see it being slightly awkward to access for those with beefier hands.

All the FTR 1200s come with full LED lighting, cruise control and a fast-charge USB port.

Indian Motorcycle’s mantra is “respecting the past and courting the present”, and the new FTR 1200 range perfectly fits into the latter.

Racing is one thing, but to produce a road range based on that platform requires another level of expertise altogether – and the company has assiduously worked through that to hit the mark with the FTR 1200s.

They are smart and engaging motorcycles. Nothing’s overdone, including the electronics, and that’s a seat-of-the-pants experience that more and more people are seemingly gravitating towards.

Great job, Indian.

ENGINE
Type: Liquid-cooled, eight-valve, four-stoke V-twin
Capacity: 1203cc
Bore x stroke: 102mm x 73.6mm
Compression ratio: 12.5:1
Engine management: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 123hp at 8250rpm
Claimed maximum torque: 120Nm at 5900rpm

TRANSMISSION
Type: Six speed
Final drive: Chain
Clutch: Wet, multiplate, slipper assist

CHASSIS AND RUNNING GEAR
Frame: Steel trellis
Front suspension: 43mm upside-down forks, non-adjustable, (43mm upside-down fork, fully adjustable), 150mm travel
Rear suspension: Offset IFP shock, non-adjustable (Piggyback IFP shock, fully adjustable), 150mmm travel
Front brake: Dual 320mm discs with Brembo radial-mount four-piston calipers
Rear brake: 265mm disc with Brembo twin-piston caliper
Wheels: Cast aluminium, 3 x 19 front, 4.25 x 18 rear
Tyres: Dunlop DT3-R – 120/70-18 front, 150/70-18 rear

DIMENSIONS AND CAPACITIES
Trail: 130mm
Rake: 26.3 degrees
Claimed dry weight: 221kg (222kg)
Seat height: 805mm
Ground clearance: 183mm
Wheelbase: 1524mm
Fuel capacity: 13 litres

OTHER STUFF
Price: FTR 1200: $19,995 rideaway; FTR 1200S: $22,995 rideaway; FTR 1200 S Race Replica: $24,995 rideaway
Local availability: July 2019
Colours: FTR 1200S: Thunder Black; FTR 1200S: Indian Motorcycle Red over Steel Grey, Titanium Metallic over Thunder Black Pearl; FTR 1200 S Race Replica: FTR 750 livery
Test bike supplied by: Indian Motorcycle
Local distributor: Indian Motorcycle Australia
Warranty: 24 months, unlimited kilometres