2020 Indian FTR 1200 S Review | MC Commute

Описание: There is a lot of American flat track inspiration spread throughout the 2020 Indian FTR 1200 S, from the steel-trellis frame right down to the Dunlop dirt-track pattern tires. It looks and feels like you’re behind the controls of the FTR750 pure-bred racebike from which it was derived, but it’s built for the public roads. And it’s epic.

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The clean lines and aggressive styling of the FTR’s bodywork (or lack thereof) is complemented by the red, black, and white Race Replica paint scheme (an additional $1,500) seen on our test unit. In this configuration, it really is hard to deny feeling as if you’re part of the Indian Wrecking Crew factory team.

But what makes our test unit even more unique is a number of Roland Sands Design accessories that have been developed in collaboration with Indian. The RSD FTR 1200 Tracker Wheelset ($3,499) has to be the most drawing and is also said to reduce rotating mass in comparison to the stock wheels. It is also outfitted with trick-looking levers, swingarm spools, footpegs, and frame sliders. The total cost of the RSD accessories adds an additional $4,580 to the price tag.

Thumbing the starter button to fire the 1,203cc liquid-cooled V-twin produces a viscous rumble heard through the high-mount Akrapovič exhaust and felt through vibrations in the chassis. Upon a cold start, the Indian sometimes struggles to stay running without throttle attention, but once warm, the FTR packs a spirit and personality that few other motorcycles possess, and delivers an immediate torque and highly entertaining midrange that willingly sends the front wheel skyward. In fact, the last time we ran the Indian on the dyno, it produced 111.8 hp at 8,200 rpm and 80.5 pound-feet of torque at 5,800 rpm.

Grabbing a handful of throttle sends a squirm through the FTR’s chassis that’s exaggerated by the OE-fitted Dunlop DT3-R flat track-inspired tires. The motorcycle’s instinctive rowdiness encourages hard riding and hooligan antics, but rewards precise inputs with smooth, stable handling in the twisties.

At 516 pounds fully fueled, the Indian is relatively heavy and requires strenuous steering inputs and also struggles to come to a stop in a short distance—the FTR recorded a 60-0 stop in 143.3 feet and 30-0 in 39 feet. The Brembo M4.32 calipers offer gobs of stopping power, but a lack of feel at the lever and the big-block tread pattern of the Dunlop tires struggle to cope with outright braking force without causing ABS intervention.

But turning off the ABS function is where the entertainment factor reaches its maximum for the FTR. Stopping distance aside, it’s almost irresistible to not accelerate hard into third or fourth gear, click backshifts through the six-speed gearbox, gently apply rear brake pressure, and let the back end of the Indian step sideways on corner entry. True flat track style. It’s wickedly fun, but also a danger to your license. Ride with caution!

On the open highway, the Indian FTR isn’t the most relaxing motorcycle to trek along with, nor is it meant to be. It’s race inspired. Just look at it: An aggressive ergonomic package with a one-piece motocross-style handlebar and tight reach to the pegs becomes cramped after only a few miles, and the lack of wind protection will force you to pull yourself to the bars above 80 mph. And anytime that traffic stops, the heat buildup of the monstrous powerplant will burn your behind. Ask us how we know.

So, sure, there are motorcycles that will go faster, farther, or with more comfort, but the Indian FTR 1200 S is a truly entertaining motorcycle, and one that deserves consideration for a second or play bike in the garage. It is a true example of the wickedly entertaining American flat track scene, except in a road-legal form that you can own.

I, for one, already have a steel shoe on order.

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Photography: Jeff Allen

Video: Michael Gilbert

Edit: Bert Beltran

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