Indian FTR 1200 2019 — Specifications

Who would have bet on Indian to shake up the sport roadster market? Hardly anyone. And yet, with the 2019 FTR 1200, the Springfield manufacturer laid on the table a motorcycle that looks nothing like anything America had produced until then. Gone is the cliché of the sluggish V-twin running on torque and noise alone. This machine born from flat track takes an entirely different path — one of unapologetic dynamism, corner attacking, and riding pleasure. A 180-degree turn for a brand historically rooted in cruising.

Beneath the tubular steel trellis frame, designed specifically for this model, beats a 1203 cc V2 with a bore stretched to 102 mm. With a compression ratio bumped up to 12.5:1, reworked cylinder heads, and a lightened crankshaft, the engine delivers 120 hp at 8250 rpm and 117.9 Nm of torque at 6000 rpm. It falls short of a Ducati Monster or a Yamaha MT-10 in terms of raw horsepower, but the philosophy is different. The engine pulls hard, accepting high revs with a willingness nobody expected from an American twin. The Indian FTR 1200 spec sheet reveals a machine built to attack, not to parade. The belt-driven six-speed transmission contributes to simplified maintenance — a strong point against chain-driven competitors.

The chassis deserves a closer look. Indian didn't just bolt a sport kit onto a custom platform. The rolling chassis is entirely new, with a swingarm and suspension geometry directly inspired by the competition FTR 750. The inverted cartridge fork handles the front end, while a single rear shock manages the back. The 1524 mm wheelbase remains reasonable — 39 mm longer than a Monster 1200 — which preserves a degree of stability. At 230 kg wet and with an 840 mm seat height, the overall package stays compact. The 12.9-liter fuel tank, tucked under the seat to lower the center of gravity, does however limit range. On the road, expect frequent stops at the pump. A weak point that owners frequently mention in their Indian FTR 1200 reviews.

On the wheel and tire front, the 19-inch front and 18-inch rear setup comes as a surprise. We leave classic roadster territory and flirt with adventure-touring. The chunky-treaded Dunlop DT3-R tires reinforce that impression. The choice makes sense when you remember the machine's flat track DNA, but it feels out of place on tarmac. For purely road-oriented use, a test ride on the Indian FTR 1200 will convince skeptics to fit more conventional rubber. The dual-disc brakes with optional ABS do the bare minimum for a motorcycle listed at 14,690 euros. At that price, you'd expect more aggressive calipers as standard. The Japanese competition — notably the Kawasaki Z900 or the Triumph Street Triple — offers more generous equipment for less money.

The Indian FTR 1200 also comes in an S version, better equipped with upgraded suspension, three engine maps, stability control, and traction control. For those eyeing the Indian FTR 1200 Carbon or the Race Replica, prices climb but the equipment follows suit. Good news for newer license holders: a version restrictable to 70 kW makes this Indian FTR 1200 accessible with an A2 license. On the used market, early examples are starting to circulate at attractive prices. The cockpit remains spartan — ProTaper handlebar and compact instrumentation — but the bold LED headlight design and signature taillight give the whole package real character. This motorcycle won't appeal to everyone, and that's precisely what makes it endearing. It opens a segment nobody occupied: the uninhibited American roadster, capable of holding its own against European rivals on a winding back road, while retaining that touch of madness born from dirt oval racing.