Indian Motorcycle reveals 120hp FTR 1200

Indian FTR 1200 base and S model

Indian Motorcycle has revealed the 220kg FTR 1200 with a 120hp 1203cc engine with lofty 840mm seat that is identical to the spy photo we published last month.

When we published the image, there was a lot of concern from readers and those who had paid a deposit that the bike looked more like a Ducati Monster than the FTR1200 prototype the company had revealed.

The seat is fatter (and very high at 840mm – the same as the towering Buell Ulysses XB12X adventure bike) and the 2-1-2 exhaust system is substantially different to the high scrambler pipes of the prototype.

We expect aftermarket exhausts will be available fairly quickly!

There was so much concern expressed on social media that Indian contacted us and asked us to remove the photo.

Now Indian Motorcycle has revealed the bike in all its glory and the only difference from the photo is the addition of bug-eyed mirrors.

FTR 1200 models2019 Indian FTR 1200 base model

The FTR 1200 will come to Australia in a basic model in black for $19,995 ride away and the FTR 1200 S in red and grey or titanium and black for $22,995. They arrive early in 2019.

Indian FTR 1200 S model
FTR 1200 S model

The FTR 1200 S will also be available in a Race-Replica paint scheme matching the FTR750 race bike starting at $23,995 ride away in Australia.

This is the bike that was shown in the spy photo with the red frame to match their racing flat tracker.

Tech specs

FTR 1200 is powered by a new 1203cc V-twin with 120hp (90kW) at 8250rpm and 115Nm (85ft-lb) of torque (115 Nm) at 6000rpm. 

Indian FTR 1200 base and S model
(Race-spec model with red frame shown)

That’s not exactly sports bike territory, but better than Triumph’s water-cooled 1200cc Bonnevilles. It tips the scales at a hefty 220kg (221kg for the S).

The DOHC engine has four valves per cylinder, 12.5:1 compression and a bore and stroke of 102mm x 73.6mm.

Indian says it has used magnesium to keep the weight down, a low-inertia crankshaft, high-flow cylinder heads and dual Mikuni throttle bodies.

There are no details on fuel economy, but it only has a 13-litre tank, so range should be limited. Obviously, it’s not a tourer, but designed for short and aggressive blasts. Yet both models come with cruise control!

The V-twin is married to a six-speed gearbox with a slipper clutch and chain drive.

Suspension is 43mm upside-down forks with gold forks on the S model that are adjustable for preload, compression and rebound.

The side-mounted monoshock is adjustable for preload and rebound on the base model and the piggyback shock on the S is also adjustable for compression.

Indian FTR 1200 base and S model
S model monoshock

Suspension travel is 150mm with a lean angle of 43 degrees. 

While the prototype had 19-inch cast alloy wheels front and back, the production model has an 18-inch rear.

They are shod with Dunlop’s new DT3-R radial tyres with a flat-track-style tread.

Brakes are 320mm Brembo Monobloc 4-piston dual discs.Indian FTR 1200 base and S model

Rake and trail are 26.3° and 130mm.

Technology includes full LED lighting, ABS, and an inertial measurement unit that controls stability, traction, and wheelies.

The base model has a round 10cm analog gauge with a small LCD screen and the S model has a rectangular LCD digital touchscreen with Indian’s Ride Command. It has three ride modes – Sport, Standard and Rain-  which can be further customised.

Both instruments include USB chargers.

5 Comments

  1. Now, when I enquired, it was made clear that the model on show a few months ago was a prototype NOT a concept bike……and yes, there is a difference. A prototype should largely reflect what the finished production bike will be.
    The finished article is a bit of a homogenised disappointment, and could easily pass for a Ducati Monster. An opportunity missed by Indian. It is basically one of the herd, and not one that truly sets itself apart.

      1. There will be loads sold, I have no doubt. The prototype looked like a very wonderful mechanical thing sitting very comfortably apart from mainstream motorcycles in much the same way as the new Broughs.
        People saying it couldn’t possibly have the same look as the prototype are getting it so wrong. Ok, the exhaust perhaps had to be what it is, and the aftermarket can look after the rest. However, things like the number of spikes on the wheel, the wavy discs, the seat, the frame, the engine outer covers, the cover bolts, the line of the seat…all of those things went a long way to making the prototype what it was. Screwing around and diluting the stark engineered look of the prototype might not be a sales disaster, but oh my goodness, it absolutely an aesthetic disaster.

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