2022 Indian FTR

Sure, we will miss the exciting character of the previous tracker-inspired FTR, but street-focused updates and approachability have their appeal too. Besides, riders will still be in for a genuinely fun ride.

Introduced in 2019, the FTR 1200′s “truth-to-trackerness” and rowdy character made it a well-praised street tracker in the past. We reviewed the 2022 model whose character and geometry is now reined in as a means to favor more approachability and practicality. Many improvements enhance these aforementioned qualities as well as its road-going performance. The FTR and all of its off-shoots continue to offer rad riding and fun times ahead.

As a 2022 model, the FTR sees a multitude of updates that transform the machine to a more approachable, civilized street tracker. The FTR is now recalibrated to have a smoother throttle response and as a result a smoother ride. Indian also swapped the knobby tires shod around larger rims for Metzeler Sportec tires and 17-inch cast aluminum rims. Spec sheet numbers have also been decreased with rake dropping to 25.3, trail to 3.9 inches, suspension travel to 4.7 inches, and seat height to 32.2 inches. Heat is also dealt with thanks to Indian’s incorporation of the cylinder deactivation system which turns off a cylinder to limit engine heat from toasting the rider at stops.

The FTR comes in four variations: base ($12,999), S ($14,999), R Carbon ($16,999), and FTR Rally ($13,999). The base sees a fully adjustable Sachs suspension setup and analog dashboard. The S upgrades to a Bluetooth-compatible TFT dash, Akrapovič exhaust, ride modes, lean-angle-sensitive traction control, stability control, and wheelie control. The R Carbon carries over the features seen on the S, but swaps for premium Ӧhlins suspension and carbon fiber bodywork. The FTR Rally comes equipped with a fly screen, larger, wire-spoked wheels, Pirelli Scorpion Rally STR tires, higher ProTaper handlebar, and an analog gauge.

Revving to a claimed 120 hp at 7,750 rpm and 87 pound-feet at 6,000 rpm the FTR’s 60-degree 1,203cc liquid-cooled V-twin cranks. Improvements this year made throttle response smoother and more predictable, as test rider Michael Gilbert related in his first ride review. This resulted in an overall smoother ride especially in urban riding conditions.

Riders can toggle through three ride modes (Rain, Standard, and Sport) on the FTR S or FTR R Carbon models.

Because of its revised ergonomics (see more below), the FTR handles with precision. It’s lighter to turn in and has quicker handling than the previous model. Gilbert also stated that it provides a “more sure-footed feel at maximum lean” (which is a claimed 43 degrees).

Brembo brakes provide the stopping power for all FTR models. A front four-piston caliper and rear two-piston caliper squeeze dual 320mm discs and single 260mm disc, respectively. Gilbert reported that these brakes “provide quick stopping ability and good feel.”

Fuel economy numbers are currently not available. The capacity is 3.4 gallons across the FTR board.

The 2022 Indian FTR sees a revised ergonomic package, including a lower 32.2-inch seat height, from a CW measured 33.5-inch seat height on its predecessor. The motocross-style ProTaper handlebar has also been reduced in width by 1.5 inches for an easier grip. And the cylinder deactivation system helps reduce the annoying heat buildup on hot days!

ABS and cruise control are extra electronics found on the base model. As mentioned earlier the S and R Carbon add a TFT display, ride modes, traction control, stability control, and wheelie control. All models have LED lighting throughout.

All of the variants of the 2022 FTR come with a two-year limited warranty.

While the FTR sadly loses some of its flat-track rowdiness, it is now more approachable and confidence-inspiring on the street. Now it’s just up to the end buyer to decide which of the FTR’s is most desirable, ahem, carbon fiber bodywork and Ӧhlins suspension, ahem.