as Mulholland Drive and Stunt Road.
These provide a stern test of any motor-
cycle’s performance attributes.
This is the first of several future Indian
models to be powered by the company’s
all-new liquid-cooled 1,203cc 8-valve
60-degree V-twin engine with chain-driv-
en dual overhead cams, making its debut
in the FTR 1200. Measuring 102mm x
73.6mm, and delivering a claimed 123
horsepower at 8,250rpm, with 87ft/lb of
torque peaking at 5,900rpm, this third
Indian engine platform under Polaris
ownership following on from the Chief
and Scout was created practically in
conjunction with the FTR 750 which
inspired it.
In its FTR 1200 application the
60-degree V-twin’s flat torque curve
ensures a progressive, predictable
power delivery with loads of low-end
punch and flexibility. It features a high
(by U.S. standards) 12.5:1 compression
ratio from its high flow cylinder heads,
and its closed-loop EFI features twin big-
choke 60mm Mikuni throttle bodies to
optimize throttle response, and top end
power delivery.
The FTR 1200 features a tubular steel
trellis frame in which the engine is mount-
ed as a fully stressed component, with an
aluminum rear subframe. That long tubu-
lar swingarm pivots in the crankcases to
operate the side-mounted Sachs mono-
shock without the benefit of a link.
Climbing aboard the tall 33-inch dual
seat (it’s that high to make space for the
3.4 gallon fuel tank beneath it), reveals
an upright but very commanding rid-
ing stance that’s very comfy. You feel
positioned quite far forward in the bike,
which helps to load up the front wheel
with your body weight even while sitting
upright, with very little sense of weight on
your arms — it’s a really untiring stance
even when you start riding hard, with
the wide, flat, one-piece flat track-styled
ProTaper aluminum handlebar which isnicely pulled back towards you, delivering
more leverage than just about any other
current street bike I‘ve ridden. Despite its
conservative steering geometry and the
rangy wheelbase, the FTR 1200 proved to
be an ideal canyon-carver, with complete-
ly predictable albeit pretty quick steer-
ing, which never threatened to become
unstable, even trail braking into a tight
hairpin. The footrests are set quite far
back, resulting in a distinctive and really
comfortable riding position, with a great
view ahead over traffic in front of you— expect this Indian to rival the Ducati
Monster 1200 as the commuter of choice
for those in a hurry!Light my fire
Thumb the starter, and the offbeat
lilt issuing through the stock flat track-
inspired 2-1-2 stainless steel exhaust’s
stacked silencers on the right side of the
bike is necessarily quite muted (since it is
Euro 4 compliant). As a 60-degree 8-valve
V-twin, this engine is rather tall, without
the space between the cylinders as on
any 90-degree L-twin Ducati to position
the throttle bodies between the cylinder
vee, while providing appropriate airbox
volume. Indian has fixed this on the FTR
1200 by moving the fuel tank beneath
the seat, which lowers the center of grav-
ity and delivers increased space for the
airbox to be positioned directly above
the twin 60mm Mikuni throttle bodies,
beneath what looks like the fuel tank
but isn’t. It also helps centralize the mass
of the bike, in pursuit of more agile han-
dling and easier steering. The plastic cov-
ers creating the illusion of the false tank
can be swapped for different colors, a key
element in convenient customization
The 19-inch front/18-inch rear 10-spoke
cast aluminum wheels are shod with
Dunlop DT3-R radial tires, especially cre-
ated for this model complete with a look-
alike Flat Track tread pattern. They’re
exclusive to Indian for the first year of
production. “We originally wanted a 19/19http://www.MotorcycleClassics.com 49
“Expect this Indian to rival
the Ducati Monster 1200
as the commuter of choice
for those in a hurry!”