A Day on the New Indian FTR 1200, Then Tequila
Engine: 1,203cc (73 cu in) V-Twin Price (base model): $13,000 Horsepower: 123 Torque: 87 ft-lb Weight (wet): 508 lbs. (230 kg)
I’ve been taught that gravel is bad, dirt is bad, and sand is badder-er, but the FTR gives me some confidence with the extra tread on the front and rear tires. I disable the ABS, then tear off, the back end kicking sideways and spitting dirt. Make no mistake: this bike was meant for the road. But it’s based on flat track racing motorcycles. It can handle some Mexico desert.
Flat track…isn’t that a sport that flings dirt into your beer cup when you’re watching it live? I never really got into it. Never even got into dirt bikes. But now, in my yoga-to-survive years, when I’m summoned to test ride an anticipated new motorcycle, built by the manufacturer dominating flat track racing, I leap out of bed like Grandpa Joe ready for a tour of Wonka’s chocolate factory.
Actually, I’m not that old, but some of the off-road ride is making me feel it. Sections of rocks and sand feel like never-ending speed bumps mixed with quicksand. The adjustable suspension is set too stiff, so I have stand on the foot pegs a lot, crouching to reach the low handlebars. I’m in a death grip. This bike just ain’t the most comfortable ride in these conditions, but the views of the California Gulf distract me from the fact that my arms are numb, my front end is wobbly, and there are multiple goats running in front of me.
At first glance, with it’s sky-facing pipes, big V-Twin, and trellis frame, you might mistake the Indian FTR 1200 S for a Ducati Monster but that’s just a mirage. There’s no mistaking the Indian logo on the gas tank, which actually isn’t a tank at all. Fuel goes under the seat, making the bike more compact, and the lower center of gravity adds agility. The handle bars are wide and low. Unlike the rest of Indian’s lineup of cruisers, the riding position is upright. The 19-inch front wheel and 18-inch rear wheel are wrapped in Dunlop DT3s that look like dirt tires, but are much shallower with extra grip for the road and the occasional compact dirt.
The base 1200 has an analog gauge, which the 1200 S replaces with a 4.3-inch screen for switching ride modes: Sport, Standard, and Rain. In Standard, the bike is very responsive. The only problem: Heat. Twenty minutes into the ride, my frijoles started to cook through my Alpinestars Motochino pants.
Later in the ride, after 40 miles of dust seeping into every pore and crevice of both bike and human, we found what the Indian engineers meant this machine to ride on: pavement. Its performance? Mucho bueno. With a quick tap on the screen, I switch to Sport mode, and throttle twist is met with surprising ferocity. The power-assist slipper clutch really lets this baby rip confidently through it’s 6 speeds. The V kicks out 123hp at 8,250 rpms, with plenty of torque, too - 87 lb-ft at 6,000 rpms. The exhaust on the S are slip-on Akrapovic pipes that are beautifully loud and distinct.
You can almost see the dust flying off our pack of riders’ jackets as we hit speed. And the handling is superb. You can really take the twisities fast and tight. The Brembo Monobloc piston brakes are also responsive, stopping the bike immediately for the occasional pollo crossing. Speaking of pollo, I think I’ll have the pollo chimichurri and a fine blanco tequila on the rocks, with a little slice of lime. I deserve that after 140 miles.
This is a holy-sh*t bike, not only because it’s so inspired and perfectly engineered, but because it’s an aggressive performance machine from Indian. If I hadn’t just bought a BMW 1250RT, this would be my second motorcycle. The FTR 1200 and FTR 1200 S are just FAF, fast as…you know.
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