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• The world’s first flat tracker for the road
• Indian FTR 1200 with 3 driving modes

Indian

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The Indian FTR 1200 is the world’s first flat tracker for the road.

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The engine feels full, massive, powerful and agile. More like a heavyweight boxer like a kung fu fighter.

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Upright, relaxed, clear – the sitting position is "age-appropriate".

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Colleague Rolf Henniges sees only one real disadvantage with the Indian FTR 1200: He had to hand it in again after the test drive.

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Indian presented the FTR 1200 Custom study in 2017, and the series model is now following at INTERMOT in Cologne.

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The 120 hp flat tracker is clearly aimed at monster bikes from Italy.

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The FTR 1200 is strongly based on the successful 750 flat-track racing motorcycle, but does not copy it.

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The FTR 1200 will be available in a basic and an S version (picture).

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Both have in common the 120 hp 1.2-liter V2.

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In addition to the standard exhaust, Akrapovic bags are also available.

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The S version has a digital cockpit with a USB port and Bluetooth connectivity.

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The 320 double disc brake system with radially bolted calipers comes from Brembo.

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The V2 hangs in a steel tubular space frame.

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The tubular rocker arm is also made of steel.

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The aluminum rear frame is screwed on.

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The Indian’s tank holds 13 liters and sits under the seat. There is only a dummy to see here.

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Raised pillion seat with integrated grab handles.

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The S version has adjustable struts.

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The large display can be configured and operated using a handlebar switch.

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The black, red and white paintwork is reserved for the S model.

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All FTR 1200 models are equipped with a distinctive LED headlight.

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The basic version should bring 221 kg dry to the start.

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The wheelbase is given as 1,524 mm.

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The seat height is 840 mm, the total length is 2,287 mm.

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The FTR rolls on a 19-inch rim at the front, an 18-inch wheel rotates at the rear.

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The basic version only comes in black.

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The horizontal strut is supported directly on the swing arm.

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The Dunlop DT3-R tires are derived from the dirt track tires.

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The double pipe exhaust is made of stainless steel.

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ABS is always on board.

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The basic version is adorned with an analog round instrument with a small, integrated digital display. There is also a USB socket.

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Rear light with LED technology.

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The air filter box is hidden under the dummy tank.

Indian FTR 1200 in the driving report

The world’s first flat tracker for the road

The Indian FTR 1200 is the world’s first flat tracker for the road. Rolf Henniges drove it in California. Here you can read his driving impressions.

The standard FTR has I.ndian not even lined up. Hardly anyone will buy the basic version, which costs 14,690 euros, as the 1,300 euros more expensive S version has a lot more to offer in comparison. Namely a fully adjustable chassis, traction control, three driving modes, 4.3-inch touchscreen and additional color options. For example the S version “Race-Replika”, based on the color of the winning flat tracker and additionally equipped with an Acrapovic silencer. In this country, it costs 17,290 euros.

Indian FTR 1200 with 3 driving modes

The ignition key is really puny and is just behind the steering head in the lock. The technicians calmly explain how the driver can scroll through the menu on the clear 4.3-inch touchscreen. Basically everything is very simple. There are three driving modes. One for rain in connection with strongly regulating traction control, reduced peak performance and feather-soft throttle response. A standard mode that delivers full power with 123 hp at 8,250 tours and in which the traction control regulates more cautiously. And a sport mode, in which the water-cooled 1203 cubic -V2 of the Indian FTR 1200 reacts much more directly and spontaneously to gas commands, the traction control allows much more slip. The menu navigation is thoroughly honest, without any traps or back doors, everyone can find their way around straight away.

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Upright, relaxed, clear – the sitting position is "age-appropriate".

“Age-appropriate” seating position

This also applies to driving. Although the weight – Indian states 221 kg dry – should be around 240 kg with a full tank and the seat height of 840 mm is anything but low. Any suspicion vanishes immediately in the comfortable saddle. The handlebars are optimally positioned, the entire sitting posture could be described as “age-appropriate”. Upright, relaxed, clear – just as the over 50 generation likes it. In other words: anyone who comes from the touring, enduro or supermoto sector will immediately feel at home on the Indian FTR 1200. Superbike pilots, on the other hand, have to get used to it. First of all, the unusual wheel dimensions of 19 inches at the front and 18 inches at the rear. Secondly, the tires – the Dunlop DT3, which was specially developed for the FTR, looks like a mixture of rain and trial tires, but is basically profiled like flat track rubber.

The next bend is approaching. Brake hard and purposefully, find a line, bend and accelerate at the apex. The 1200 V2 snaps the Indian FTR 1200 forward, only in exceptional cases do the notches hit. And if you do, you can always tilt it up a notch. The world’s first flat tracker for the road works great. The brakes – excellent. The engine – a muscle man. The driving feeling – far removed from everything you are used to.

Anyone who loves the cool flat track look of these tires has to live with the fact that they are sensitive to longitudinal grooves. In addition, they take away some of the mighty thud from the Indian FTR 1200’s engine. If it goes straight ahead, nothing can be felt. But when the group starts winding its way into the curve and the tour guide accelerates, the traction control in the standard driving mode starts to sweat at almost every corner exit. The grip is limited, the gear ratio is quite short and the engine has a lot of smoke. Indian promises a maximum torque of 120 Nm at 5,900 tours. It feels as if there are over 100 Nm from 3,000 rpm, and the torque plateau is pleasingly broad. Only above 8,000 / min does the thick Vau easily run out of breath before it is caught by the limiter at 9,000 / min.

The engine feels full, massive and powerful

How does that feel? Fed up. Solid. Powerful. Agile. More like heavyweight boxers than kung fu fighters. The feather-light, flywheel-minimized turning capacity of high-performance V2 drives from Ducati or KTM is a little alien to the FTR engine. The top speed of these bikes as well, the Indian FTR 1200 is electronically limited to 190 km / h. Nevertheless, the water-cooled 60-degree V2 looks very beefy despite all the revving. No wonder, because his parents and grandparents were once cruiser drives, right? The answer to this is: In terms of design, the engine is based on the Scout platform. But inside there is hardly a screw in its usual place, the technicians assure.

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Colleague Rolf Henniges sees only one real disadvantage with the Indian FTR 1200: He had to hand it in again after the test drive.

Back to the Hollywood Hills. The Indians have not messed up the chassis setup, the suspension elements of the Indian FTR 1200 (front ZF, rear Showa) are sporty, tightly tuned and respond cleanly. The Brembo stoppers also always safely catch the load and can be perfectly dosed with a clear pressure point, but that was to be expected. The steering behavior, on the other hand, takes some getting used to, the FTR sometimes goes a wider arc than you would like. But you can get used to it quickly. Ultimately, at 1524 millimeters, the wheelbase is not as huge as the look suggests. Perhaps this is because the extremely short tail ends above the rear axle. What if you had to tell your buddies back home how it feels? You sit like on a supermoto, use the chassis of a sporty naked bike and enjoy the pressure of a potent engine that loves intermediate sprints as much as it does relaxed gliding.

Passenger must be capable of suffering

With all the praise, there is also hair in the soup. The kickstand is difficult to kick out when you are in the saddle – the footrest is in the way. Speaking of sitting: The passenger on the Indian FTR 1200 has to be able to suffer, his knee angle is extreme. And the license plate holder is so ugly that you would want to unscrew it right before delivery. It’s so massive that it could probably be used to tow stranded trucks. Everything has its advantages. Here, on the spot, there is only one real disadvantage now. The Pacific has been reached and we have to return the bikes.

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