India’s FTR 1200 Series motorcycle doesn’t make much sense when you put their specs on paper. Even so, some people may think that motorcycles in general don’t make much sense, but the FTR in particular doesn’t have enough power to be considered a sportbike rival, doesn’t have enough fuel reserve or enough amenities. to turn it into a touring car. or even a pragmatic everyday commuter, and for obvious reasons, it doesn’t quite fit the juicy crowds burying their heads in the local waterhole.
After a major update for the 2022 model year, the FTR 1200 also loses a bit of its flat-road heritage to become a better motorcycle. Does it sound absurd that a proper bike is being altered to make it less appropriate? Why there. Yes, it has.
However, a month spent on the 2022 FTR 1200 has shown it to be a truly outstanding motorcycle. It refuses to be placed in any particular category, and better yet because of it. If the buyer is looking for a motorcycle just to satisfy the desire to experience the pleasure of two-wheeling, the Indian FTR 1200 will be on the short list.
Powered by a 1,203 cc 60-degree V-twin engine that makes 120 horsepower at 7,750 rpm and 87 pound-feet of torque. That’s not anywhere near the 200 hp that a similarly sized race-tuned engine could produce, but that hardly matters in the real world. The FTR’s engine hits the meat of its wide power range when the clutch is fully released without any dead spots and with computer-controlled flawless refueling. Peak torque is achieved at the relatively low 6,000rpm, but there seems to be a lot of difficulty below that engine speed and the V-twin doesn’t seem to slow down when it turns around. red line side about 9,000 rpm.
The engine offers Rain, Street and Sport riding modes, and the difference between them can be easily felt from the saddle. Sporty can be a bit aggressive for street riding, which is good because the Street has lived up to its name. Using it, throttle response is immediate, refueling is good, and combined with the easily adjustable clutch, the bike’s sporty stance shines through without any of her discomfort. .
Cylinder deactivation cuts the rear cylinder off when not needed, which seems to help the engine stay cool. It was a pretty cold Midwest fall and winter when the bike was tested, so heat wasn’t an issue.
Perhaps the most notable change for 2022 is the move to 17-inch front and rear wheels, replacing the original 19-inch front and 18-inch rear. While those older hoops did add reliability to the flat road, switching to a more popular size means it’s much easier to find good tires. The new cast aluminum wheels wear Metzeler Sportec tires and have a range of clamps available up to the bike’s maximum tilt angle of 43 degrees.
Changing the dimensions of the suspension and wheels and tire packages has resulted in slightly more aggressive geometry, giving the new bike a more street-oriented feel than the first version. It remains fairly stable, aided by its generous 60-inch wheelbase. It also results in a closer seat height of 30.7 inches, slightly lower than the previous version’s claimed 33.1.
The test bike is a 2022 FTR 1200 S model that starts at $14,999, which is $2,000 more than the base non-S FTR. The vehicle is equipped with optional accessories and packages from India, most notably Tracker details include a flat and rubber track-inspired longer saddle and 43 mm Öhlins inverted front fork and an adjustable rear shock with adjustable compression and rebound damping. Those are very nice accessories, but potential buyers should note that the front suspension costs an additional $1,950 and the rear an additional $950. Akrapovič has a low mount that looks and sounds great but adds $1,600 for stickers.
The base FTR 1200 starts at under $13,000, uses an analog gauge cluster instead of the test bike’s digital unit, and doesn’t come with selectable riding modes, sensitive ABS tilt, stability control, traction control or wheel control. There’s an FTR R Carbon version for $17,000. carbon fiber bodywork along with premium Öhlins suspension components. It might make more sense to use the Carbon model instead of copying this test machine’s upgrades. Finally, the Rally model costs $13,999 and is aimed at riders who might miss out on the older bike’s unique character, while also featuring spiked tires and a more comfortable handlebar setup.
Riding the 2022 FTR 1200 S is a blast. It’s a steady ride, but still feels aggressive. Its V-twin won’t set any dyno records, but it responds instantly to throttle input and feels like it offers more than enough power for a street bike regardless. where is the needle on the tach. It’s not really a race-inspired machine anymore – note that the aforementioned Rally model retains the scrambler’s signature wheels and tires, but we haven’t tested it – but its where As a more popular street car means it is suitable for a wide range of vehicle situations.
However, it is certainly not perfect. Its small 3.4-gallon tank only works well for about a hundred miles or so before riders will anxiously look for it. the gas station. And it’s certainly possible to find a much faster bike for the same amount, albeit one with a lot more endurance, with more track-appropriate ergonomics and less real-world power in lower engine speed. We’ll have more fun on the FTR in everyday driving conditions, for anything worthwhile.
And that’s the whole point of the Indian FTR 1200, anyway. It’s different, more refined, less niche (though still not mainstream) and potentially better than before for the majority of potential buyers. All in all, it’s simply fun to ride and that’s enough to earn recommendations.
