Menus
- Just retro chic or really good?
- V2 can also turn properly
- Not a lightweight at 237 kilograms
- There are no on-board tools
- A very successful debut
- Comment from Andreas Bildl on the FTR 1200 S
- Conclusion
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26th photos
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The Indian FTR 1200 S has to prove what it’s really made of in the test.
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193 km / h, the electronics don’t allow more, but that’s enough.
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Born in the USA. The Dunlops are made by Sumitiomo. The wet grip is limited.
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Cruise control and display can be operated easily from the handlebars thanks to clear menus.
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Dispensing with a spring strut redirection saves weight and costs, but is more responsive.
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The full LED headlights provide decent light, but with a tough cut-off line.
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Kawasaki traditionally secures its rear axle nuts with a cotter pin. Indian secures with ring very aesthetically.
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Not only does it look uncomfortable, it is too: launch pad, sorry, the pillion seat of the FTR.
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This makes checking the oil level fun. Without contortions or flashlight. It gets a little trickier when refilling the oil.
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The license plate holder is not an aesthetic revelation, and the low-hanging indicators are easy to get stuck with.
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Decent response, easy to use adjustment range, fully adjustable. The Sachs fork doesn’t do a bad job.
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40.6 meters of braking distance correspond to an excellent 9.5 m / s².
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3.4 seconds for the pull from 60 to 100 km / h – strong as a bear!
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Whether a touchscreen is really needed is an open question. Such a neatly placed USB socket is definitely a nice thing.
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It is annoying that the fuel filler cap cannot be folded down. The fact that you can only get the last liter of fuel into the tank with an extra dose of patience is annoying given the fact that it only contains 13 liters.
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In solo operation, the lean angle is sufficient, especially as the grip of the tires reaches the limit when the fearful nipples are scratched. But the manifold can touch down in pairs.
Indian
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The Indian FTR 1200 S (Race Replica) is available from 17,290 euros (plus additional costs).
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The touchscreen of the S version can also be operated with gloves and offers two displays and a clear operating menu.
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The smartphone can also be linked via this.
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However, it does not offer a consumption display like the simple display of the basic FTR.
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11.1 seconds of circular orbit is okay, the tires set the limit here.
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Basically, the V2 starts just above idle with 90 Nm torque and then swings up to 110 Nm. This impression of spontaneous, inexhaustible power from the low rev range also shapes the driving impression with this beefy drive. The fact that after 8,500 the revving ease decreases is to be got over. Especially since the V2 exceeds the factory specification of 120 by 3 hp.
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Stripped, you can see from above that the tank is pulled under the seat and extends to the rear light. It is relatively wide in the knee area. And yes, the license plate holder looks a bit strange from above too.
Ducati
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Tired of the FTR 1200 S? There are also similar alternatives that don’t come from Indian, such as the Ducati Scrambler 1100 Special.
triumph
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The Triumph Scrambler 1200 XC could also be an interesting option.
BMW motorcycle
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Just like the R nineT Scrambler from BMW.
Indian FTR 1200 S in the top test
Just retro chic or really good?
You mean business with Indian. According to the motto "Stagnation means regression", do not stay stuck in the cruiser segment, but take a step further. And expand the model range with the FTR by a very sporty line.
Respect! With the FTR 1200 I.ndian not only put one of the most exciting new products for 2019 on its wheels. With it, the Americans are treading new paths so purposefully and consistently that the certainly not idle competition from Milwaukee has to feel a bit shown. For their youngest offspring, the Indians skillfully quote their own, in this case more recent, history in the usual manner. With a delicious homage to the FTR 750 Flat Tracker, which won the US championships twice in a row.
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Indian FTR 1200 S in the top test
Just retro chic or really good?
S version almost 1,300 more expensive than the basic FTR
Lattice tube frame, crisp, short rear end, plus forearm-thick elbows that wind out of the cylinders on the right-hand side and lead into neatly laid silencers. And all of this packaged in an extremely chic dress. Especially as "S."-Model that, in addition to the basic FTR, shines with a 4.3-inch touchscreen instead of an analog instrument and a fully adjustable chassis. And at 15,990 it costs just 1,300 euros more than the basic version. Indian calls for 17,290 euros for the Race Replica paint job used here, but the neat Akrapovic silencers are included. From these ingredients Indian forms a distinctly independent naked bike, which at first cannot be classified in a fixed drawer.
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40.6 meters of braking distance correspond to an excellent 9.5 m / s².
The seating position was described by colleague Rolf Henniges, Spiritus Rector of FUEL, in his driving report (MOTORRAD 11/2019) as upright, relaxed, clear. Yes, the seating arrangement actually has something of a supermoto, it’s always casual and comfortable. Once the ignition key has been fumbled into the ignition lock, which is somewhat hidden under the display, close to the steering head and the warning message about the dangers of motorcycling on the display has been clicked away, the newly developed V2 also buzzes relaxed. And surprisingly well damped even without an exhaust flap. Full bass, but not obtrusively loud, you won’t get anyone out of bed with it in the morning.
V2 can also turn properly
The 60-degree V2 is there at the push of a button. Until it has reached 65 degrees water temperature, however, it still spits itself through its warm-up phase. Once this is overcome, the constant jerking is reduced to a tolerable minimum and the fun can begin. How the water-cooled 1203 cubic V2 competes from the lowest speeds is a show. With casual force he kicks his driver in the back at 3,000 rpm, there a real torque surge piles up and pulls the load forward, not linearly, but eruptively. From then on there is always over 100 Nm. In conjunction with the relatively short overall translation, this results in a full, confident pulling force. Every corner exit is a festival where this dynamic kick is celebrated with pleasure. Much switching work is not necessary, whereby the gears lock securely but rarely without making any noise.
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She has everything to have a lot of fun on country roads.
The engine, which is calmed by a balancer shaft, runs extremely smoothly up to 4,000 rpm. Only above do tingling vibrations creep into the rests and handlebars. But this is at most on the motorway – there the FTR is electronically limited somewhat rudely at 190 km / h – at a constant speed and makes your fingertips asleep. But not on the country road, where load and speed are constantly changing. Anyone who gets lost on the autobahn will be happy about the easy-to-use cruise control and safe straight-line stability. But so that no misunderstandings arise: The V2 can also turn properly. And how. Really angry, he storms up the speed ladder when necessary. Much more entertaining, however, is to savor this quaint start from the speed ground floor again and again and convert it into hearty intermediate sprints.
Not a lightweight at 237 kilograms
In terms of the flywheel, the technicians made an excellent compromise, which enables the FTR to run smoothly at 2,000 rpm and at the same time to rev up with fire. After all, the 1200 is the shortest-stroke engine in the Indian range and, at 102, even has one millimeter more bore than the 1.8-liter V2 that powers the cruiser. Small imperfections during load changes and in the partial load range show that there is still noticeable room for improvement when it comes to engine mapping. Incidentally, the FTR has four setting options ready. One for rain with reduced performance, gentle response and early traction control. A standard mapping with full power and not quite as early a TC intervention. A sport mode with a slightly more direct throttle response and later intervening TC. And finally there is a track mode in which the traction control can be switched off together with the ABS.
Indian
The FTR 1200 S looks good.
But back to the curved country roads. There you are with "Sports" well dressed. Because in standard mode, the traction control monitored by a six-axis IMU regulates the exit from a corner quite early. In sport mode, pulling the gas hard, one or two small rear wheel slips are in there before the TC intervenes. On the one hand, this is due to the torque falling over the rear wheel. But mainly due to the Dunlop DT3 with its rain tire look, which was specially developed for the FTR. Their grip is sufficient for inclined positions until the notch nipples scratch. However, one would not expect much more from them. Because the lower the incline, the more precision and guidance dwindle. But up to that point the Dunlops have caught the flu quite bravely. However, caution is advised when it is wet, as the Dunlops hoist the white flag in no time and despite traction control when accelerating, they can cross up to third gear. First and foremost, it is the nicely profiled rubbers that limit the amount of physical activity. Because the FTR knows how to arouse athletic desires. In tight corners it tilts almost without resistance – a peculiarity which, by the way, diminishes with increasing mileage of the tires. In addition, you have everything under control on the wide, butted aluminum handlebar. However, this feather-light turn does not result in gifted handling. The FTR can’t hit the hook like a rabbit, at least not at a higher speed. The large 19-inch front wheel with its gyroscopic forces, a chassis geometry designed for stable straight-line stability and a lush 237 kilograms cannot be denied.
There are no on-board tools
At high speeds and in fast changing bends, you have to grab the wide handlebars in order to throw the FTR from one lean angle into the next. With a committed pace, steering precision and crispness dwindle with increasing speed and the FTR likes to take the wide berth. But it shines with pure neutrality in an inclined position; For them, pulling up torque is a foreign word when it comes to applying the brake. But the FTR doesn’t even want to be a sharpening iron à la KTM Super Duke. Fast, yes, in terms of racing, the last groove is rather not. If you take this to heart, the FTR delivers a good-mood-grin guarantee, the powerful engine and the stable chassis form a wonderful symbiosis with brisk curve swing. Especially since the suspension set-up with the Sachs spring elements fits. The fully adjustable fork is rather softly tuned, responds properly and offers a usable adjustment range, which should, however, extend a little more in the direction of taut. Obviously it only uses 130 of its 150 millimeters of suspension travel.
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The pillion seat of the FTR couldn’t really convince.
The directly hinged strut, also from Sachs and fully adjustable, acts tightly, cushions long waves cleanly, but reaches short strokes of edges, patches and joints quite dry. Nevertheless, you can hardly swing across the country much cooler and more relaxed, stylish and powerful at the moment. With all the coolness, the FTR also has one or the other quirkiness ready. The most conspicuous at the rear: During the test, there was really no one between the ages of 15 and 85 who would have found the license plate holder even remotely pretty. In addition, the footrest is in the way of the shin when the side stand is unfolded, and the bends heat up the right leg properly. And to get to the fuses, you have to unscrew their cover. But there are no on-board tools.
A very successful debut
After all, the chassis would easily accommodate a passenger. If you can find someone willing to fold up in the jump seat so that their knees are against their ears. Whereby the brakes would be up to the task. Who is surprised? Brembo radial calipers and pump, nothing burns, a safe bet. Effect and dosage are flawless. Together with the long wheelbase, a lot of weight on the rear wheel and the finely regulated Bosch ABS, this cocktail enables excellent braking distances across all modes without the rear wheel lifting even a millimeter from the ground. The FTR also delivers a good performance at the petrol pump. Actually. Because the gas station search should not be handled too casually.
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The license plate holder is aesthetically not a revelation.
Well, the remaining range indicator counts down the remaining kilometers until it increases from the kilometer display at around 25 kilometers "Low" switches. From then on it is up to the driver and his nerves how far he takes the search, because at this point 12.3 liters fit into the small 13-liter tank. Then relax again at the pump. Moving five liters sparingly is fine. The fact that only with a lot of patience the last liter of fuel in the tank filler neck that is close to the seat does not gurgle in view of the small tank. But that at least gives us the opportunity to focus on the essentials, namely that the FTR’s debut is a very successful one.
Comment from Andreas Bildl on the FTR 1200 S
What Indian has achieved since the restart in 2014 has already earned respect. And now the Americans are going one better. With remarkable consistency, they not only expand their model range in a completely new direction, but have also put what is currently the most powerful US twin on wheels. We remember, until 2016 arch-rival Harley had a similarly strong V2 in the program with the V-Rod. But she was completely caught up in the drag strip. The FTR, on the other hand, takes a completely different, promising path and makes a strong appearance not only visually, but also in terms of driving dynamics. Powerful performance where it matters on the country road, casual seating position, relaxed handling, great packaging.
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MOTORRAD test boss Andreas Bildl likes the concept of the FTR 1200 S..
And yet it doesn’t really fit into any drawer. Is she a scrambler? Is she a naked bike? But one thing should be clear: an engine like this was not developed for just one model. So we can be excited and look forward to what will still be feasible on this basis. Because the FTR also shows that an engine that refreshingly grabs the engine speed makes the question of maximum performance a minor matter. Without neglecting driving pleasure for a moment. This drive and this concept put me in a good mood. The restriction to the bare essentials anyway. Better a little less (electronic) frills, but more character. And they’ll certainly get the necessary finishing touches at Indian.
Conclusion
Anyone who thought that the FTR could primarily only quote its own past with a pretty retro look will be pleasantly surprised. It positions itself in a cool, casual way, with a relaxed seating position and an extremely powerful drive as a roadster that is active in driving and cuts a fine figure even in the bustling curves. A successful first litter, but not cheap. Sure, engine tuning and many other details still require a little attention, but the basis is right.
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