When it was introduced for the 2019 model year, The Indian FTR 1200 was a unique driving experience. With a large V-twin on a sports chassis, it was the noisy American entry into the naked motorcycle market that buyers were sighing. It turned out to be a great success for the Indian brand, venturing into new markets and finding new buyers. However, the bike had a few minor issues that customers and reviewers agreed needed to be fixed.
(Full disclosure: Indian invited me to beautiful and warm Phoenix, Arizona to test drive his recently serviced FTR motorcycle. I paid for my own trip, driving to the event in my own car rather than flying, although Indian put me up in a nice hotel and fed me good food. I paid for the company’s hospitality by riding one of their shiny new bikes on a mountain side.)
The 18- and 19-inch wheels inspired by the FTR’s flat track were hard to find. Its big noisy V-twin pumped out a lot of heat. The handlebars were a bit wide and engine management meant cold starts were frustrating at best. But for the 2022 model, Indian has fixed all those problems to make the FTR much less marginal than it used to be. Seventeen-inch rims mean the tires are plentiful and have good grip. The lower seat means it is easier to drive. Various suspension settings mean it handles better than ever. Cold starts are now as smooth as butter. Rear cylinder deactivation and better aerodynamics around the radiator mean the bike runs cooler.
And despite all these improvements, somehow I find that I like the previous one a little more.
They say the grass is always greener on the other side, and nowhere is it truer than the fence that divides the old FTR from the new. Riding the old bike, I knew what would make it a better bike, I was sorry that those things weren’t included in the design from the beginning, and now that I’ve experienced what I asked for, I realize I just adored the old bike. not in spite of its imperfections, but because of them. In fairness to Indian, the 2022 bike is definitely a better bike than the one it replaces, but some of the weirdness, the uniqueness, the soul is missing.
Were the weird 18- and 19-inch flat track wheels an integral part of what the FTR is? In a way, I think they could be. Stylistically and physically, the 2019 bike is taller and more imposing, helping to make it an icon of bike design for the decade. The new smaller wheels are lighter, provide better tire options, and make the bike a better off-roader, but make it look, ride, and feel a bit like any other naked sport out there today.
Power is still the same impressive 120 horsepower and 87 pound-feet of torque. Power has never been an issue with the FTR, as it is a monster of torque with a lot of speed. The new 17 “Metzeler Sportec M9 RR tires have more grip than Dunlop block tires inspired by flat tracks. Smoother, more manageable throttle inputs and a more vertical front fork contribute to improved road handling as it is less nervous and more predictable. Braking remains. Pretty good, unless you are an idiot like me. By all empirical measures, the new FTR ranks among the best bikes in the world.
I’ve long held a theory, and the improvements to this bike only push me further down on this particular rabbit grip. What if by continually demanding that products get better with every iteration, we actually make them worse? The existing FTR was unbelievably good; among the best bikes I have ever ridden. But reviewers and customers are conditioned to look for minor flaws and scream about them until the manufacturer fixes them. Those flaws were fixed to bring the FTR closer to market perfection. The unfortunate side effect is that by cleaning up the FTR’s image, it has grown to feel like so many other bikes in this class. Is it better to be better or is it better to be unique?
I don’t want to get too stuck on this, because Indian has promised more FTR iterations to come to bring that flat-track staggered swagger back to the bike. And most changes, from engine management to rear cylinder deactivation and cooling upgrades, will be welcomed no matter how the bike looks and feels. If the company can combine the unyielding stallion nature of the 2019 motorcycle with the smooth and fresh engine updates for 2022, it could be the Goldilocks motorcycle.
How is the 2022 bike different?
The 17-inch wheels replace the 19-inch front wheels and 18-inch rear wheels on the outgoing bike. These new wheels and a few other minor changes contribute to a bike that is 12 pounds lighter.
The front fork camber has been tilted to 25 degrees. Trail has been reduced to 3.9 inches. The handlebar has been narrowed 1.5 inches.
Seat height has been lowered by 1.4 inches with a smaller seat and shorter suspension travel. This is great for shorter riders, but at 6’2 “I felt a bit more bent on this version.
Engine management and a more imposing radiator shroud contribute to a smoother and cooler running of the 1.2-liter V-twin engine. Rear cylinder deactivation at idle means less heat and hopefully less rear in traffic.
How was the trip?
Well apart from the incident It was a wonderful trip. Nestled in the warmth and beauty of suburban Phoenix, Ariz, with a beautiful backdrop of the Sonoran desert, you couldn’t have asked for better driving conditions. The roads to Tortilla Flat were winding and smooth.
Surrounded on all sides by rocky terra cotta outcrops, Brobdingnagian Mountains, and ancient saguaros, the FTR and rider looked perfectly at home in the American West. Even with the taming work Indian has done for 2022, the bike remains a noisy beast that roars across the wide open plains and echoes its bellow off the canyon walls. I feel the connection to the bicycle that a seeker from the 1800s might have felt with his mule in search of fortune in these hills full of gold and silver. We ride together because that’s what we’re supposed to do.
Without any protection against the wind, I am hit on all sides by the harsh hot desert air. I’ve driven several thousand miles on various FTR models, so this isn’t a surprise, but a full day of driving without windshield can be exhausting, and even more so when it’s hot and dry in full gear. Keep hydrated. The trip is worth it.
The FTR is still a true marvel to drive, but it doesn’t feel so tacky anymore. You’ve lost that retroactive imperfection pastiche. Indian skipped the 2021 model year for the FTR, but it seems the two bikes are separated by decades of progress. The outgoing bike, particularly in bare-bones basic mode with analog gauges, felt legit and won the 1968 scandal. The new bike feels like it was built in 2022. Both have good and bad points.
The engine is still a gem. Indian should power all your bikes with this engine. Hell, there are some cars that would improve with this engine.
Main conclusions
Fuel economy and range are still pretty poor, and as before, you’d be lucky to get 100 miles on a fill. Engine cooling has definitely improved, but there’s no getting around the fact that a 1200cc performance engine will get hot. On a hot day, you’re still going to be hot. The bike doesn’t have heated grips yet, so wear warm gloves on a cold day (though you can get them as a supplement from the dealer).
All of that is petty shit, because this bike is great to ride. Clearly, Indian has built a mega machine when I can spend several paragraphs complaining that it is too good.
Pricing and lineup
The price of the base model has dropped to $ 12,999, which is an incredible price for that bike. For 2022, the base model now comes with adjustable suspension, which is a totally radical upgrade. Given the option, this is the one I would like to take home. Great value for money, because you’re basically just buying a motor with one seat, which is how this cool old school bike should be enjoyed.
The Model S now starts at $ 14,999 and comes standard with much of the equipment that had the high-priced Race Replica version last year. Fundamentally, the S now comes standard with the Akrapovič titanium exhaust, which sounds really wonderful. Of course, the S still has the TFT dash display, adjustable drive modes, advanced Bosch traction control, and more.
The Race Replica has been replaced by a new Carbon R model that will set you back $ 16,999. For that price, you get upgraded Ohlins remote reservoir shocks and a host of great carbon fiber accessories. If you’re going all-in, this is the way to do it. Honestly, this could be a fun track toy.
The FTR Rally model remains largely unchanged for 2022 at $ 13,999. If you want an urban encoder, this machine is hard to beat.