Making its first public appearance at The One Motorcycle Show in Portland, Oregon, a custom FTR 1200 S by Jeff Wright, the owner of Church of Choppers, made a striking impact among the 200+ other unique bikes on display.
Church of Choppers Indian FTR 1200 S
To anyone who had been following the build on The Church of Choppers social channels, it was already clear that Jeff was again taking his own path with a unique twist on the FTR 1200 S.
Church of Choppers Indian FTR 1200 S
“I picked up an FTR 1200 S from Indian Motorcycle’s factory in Spirit Lake, Iowa. Because of uncertain times, I wanted to make a statement with my hands rather than my wallet. I went to work on a plan and immediately took the bike apart and started cutting. Knowing the bike was for me only (no passenger) I topped the frame off with a new subframe and shock mounts. Spent late nights building the new swingarm to resemble the stock swingarm, but only upside down. Cleaned up the wiring, hand-formed the fiberglass body pieces, welded up a new gas tank, shaved all the tabs, and lowered the bars. Paint, seat, and finishing touches all wrapped up by the time The One Motorcycle Show started in Portland. People loved it, and now it’s time to ride it,” said Wright.
Church of Choppers Indian FTR 1200 S
With the new swingarm fabricated after many hard hours, the frame and swing arm were powdered coated by Traxx Performance Powdercoating in contrasting red and black.
Church of Choppers Indian FTR 1200 S
Part of the swingarm build was also to convert the FTR from a monoshock to a pair of fully-adjustable Öhlins piggy-back shocks complemented with matching Öhlins front forks that retain the Brembo callipers but with red brake lines to echo the swingarm.
Church of Choppers Indian FTR 1200 S
The high spec parts continue with Gilles reasets, clip-on handlebars, Domino grips and a titanium Racefit “Longhorn” Growler exhaust.
Church of Choppers Indian FTR 1200 S
For finishing touches a new black leather seat with red stitching was provided by Rich Phillips, Jeff polished the radiator guards and fitted two large Indian Motorcycle headlights to really switch up the front aspect of the FTR.
Indian Motorcyclehas filed a trademark application for the name EFTR which suggests it is an Electric Flat Track Racer, with the bike possibly unveiled as early as next year.
The model name EFTR indicates it is likely to be styled on their current popular FTR 1200 model.
MBW rides the Victory Empulse TT electric bike at its launch in Colorado in 2015
When Polaris pulled the pin on Victory Motorcycles in January 2017 to concentrate on Indian, they dropped the Empulse TT.
However, then vice-present of motorcycles Steve Menneto confirmed at the time that they would produce an electric Indian within five years.
That timeline means the EFTR could arrive in 2021.
EFTR range and price
We doubt the EFTR will be a resurrected Empulse TT, but it could have some of the same technology. (Out of interest we have included the 2015 tech specs for the Empulse TT at the end of this article.)
When he made the electric Indian announcement, Steve said their electric bikes would have up to 225km of range which is much higher range than the Empulse TT at about 140km.
Interestingly, the Empulse TT had manual transmission in an effort to make motorcycle riders feel more at home than with a twist-and-go throttle like most electric motorcycles.
we expect much the same with the EFTR.
Obviously it is too early to speculate on price, but the Victory Empulse sold in the US from $US19,999 (about $A28,500).
S&S Cycle has developed an Engine Control Manager system to add the engine modes of the FTR 1200 S to the base model.
In 2018, the Wisconsin company was quick to develop a full exhaust system for the just-released Indian FTR 1200 similar to the prototype model that had everyone salivating.
It cost a whopping $US1874.95 (about $A2878), so they followed up with more affordable slip-on mufflers at $US489.95 (about $750) plus various billet aluminium bits and pieces.
They claim the bike is “one of our favourite new machines”.
S&S ECM
The exhaust, muffler and parts must have been a success because they have now added the S&S Engine Control Manager costing $US199.95 (about $A306).
It includes a handlebar-mounted switch that communicates with the bike’s ECM and unlocks the Rain and Sport modes previously unavailable on the base model.
Rain mode has a smooth throttle control while Sport has maximium response and power delivery.
“Simple installation and easy-to-access switch allows for quick mode changes and transforms the bike in a single click,” the say.
Indian FTR 1200
2020 Indian FTR 1200 Carbon
FTR stands for “flat track racer” and is available in four different models in Australia with the recent addition of the Carbon model:
FTR 1200 basic black for $20,995;
FTR 1200 S in red and grey or titanium and black for $22,995;
Race-Replica with Akrapovic exhaust, red frame and FTR750 flat track racer tank graphics from $24,995; and
Carbon at $26,995.
The Carbon is based on the FTR 1200 S model but adds carbonfibre fenders, tank, airbox cover, and headlight and tail cowls, but not wheels.
Indian Motorcycle has unveiled a beautiful FTR 1200 Carbon version, but as suspected it is quite expensive.
It features carbonfibre fenders, tank, airbag cover, and headlight and tail cowls, but not wheels.
The Carbon costs $2000 more than the flagship Race Replica (now deleted) and a whopping $4000 more than the FTR 1200 S on which it is based.
So that’s $26,995 ride away for what amounts to a basically cosmetic update, a beautiful one at that.
There is no performance improvement in the carbon.
In fact, the lightweight carbon fibre parts do not make it any lighter than the FTR 1200 S which s also fitted with an Akrapovič low-mount dual exhaust.
While carbon fibre wheels may have improved handling, braking, steering and wheelie-ing ability, they may have added about $3000 more.
Beautiful FTR 1200 Carbon
In fact, the only performance difference we can find it is actually has a smaller 260mm rear disc, just 5mm smaller.
Not sure if that makes a difference in performance, but it would be a shame if it did as we found in our review of the Race Replica that the rear disc is not just there for show. It works well in the gravel to dig in and steer the bike.
Apart from the same engine, frame and suspension, the Carbon has all of the other S features such as 4.3 LED touchscreen, ride modes, cruise control, USB port, traction control, and LED lighting.
Indian Motorcycle will add a Carbon version of its popular FTR 1200 model on Friday (1 May 2020), according to this YouTube video.
This time last year, we revealed that the company was planningFTR 1200 Tracker, Street and Adventure models under their Apollo program, thanks to this leaked brochure.
Part of the Indian brochure
Carbon copy
This carbon-clad model could be the Tracker as they pay homage to the 750 which has swept America’s flat track series over the past couple of years.
All FTR 1200 models are powered by their 90kW (120hp) 1203cc liquid-cooled V-twin.
Currently the FTR 1200 range consists of the basic model in black for $20,995 ride away and the FTR 1200 S in red and grey or titanium and black for $22,995.
From the Indian Motorcycle Australia website it appears the Race-Replica paint scheme with red frame at $23,995 is no longer available.
This Carbon model would probably take the Race Replica’s place as the flagship model with an equally “flagship” price.
There is no word on what carbonfibre bits and pieces it would have, but carbon wheels alone would certainly make it a lot more expensive than $23,995.
We won’t have long to wait to see what the Carbon entails.
It comes after Indian Motorcycle parent company Polaris announced its sales in the first quarter were up 2% despite the crippling pandemic lockdown.
Chief Financial Officer Mike Speetzen says sales growth has been driven by new products such as the FTR 1200 and the new liquid-cooled Challenger tourer.
No other market had experienced the luxury of palatial company-owned Indian dealerships which offered a heightened customer service for the revived brand. It seemed the dream run was now nearing an end.
Secret plan
However, the shock email was simply accelerating a long-held secret plan within Aussie HQ in Melbourne.
Our sources reveal that a secret plan had been hatched some time ago to quietly find alternative independent dealers to take over as leases came up for renewal.
We spoke with several current and former company employees, customers and even online rider group members who mostly agreed to talk if we withheld their identity.
The real shock to most of them was not that it was happening, but that the secret plan was accelerated and made public.
Its timing followed the resignation of Australian boss Peter Alexander and the switch at global level from Steve Menneto to Mike Dougherty. It seems the new management had a different view of how things should run Down Under.
Many in the industry and in the company, as well as customers, acknowledged that it was an excessive and unsustainable business model.
But it still came as a shock that the long-held secret plan was suddenly made public in January, reminiscent of the 2017 shock announcement that Polaris would axe the Victory brand.
However, our sources say this indie dealership move is not part of a plan to axe Indian Motorcycle.
Good future
“Indian is not going anywhere,” one senior source told us.
“You don’t invest that much money and then close down the brand,” the source says.
Another former employee sayshe can see “a good future ahead and more sales once the network expands”.
“Time will tell, but you gotta have a bigger network to sell more bikes; that’s what this business is all about,” he says.
Indian and various sources say the move to independent dealers could create a wider and more regional network of dealers, providing more customers with better access.
Nervous shockwaves
However, the announcement has sent nervous shockwaves through the industry and among customers.
“They had been trying to do it secretly; going public with the plan was not smart,” a source says.
“It leaves too many questions out there.”
It is expected other brands will seek to take advantage of the move and it is admitted by our sources that Indian Motorcycle Australia will take a big hit in sales.
“Our ownership of the dealerships was an investment in the brand,” one source says.
“There are plenty of good indie dealers out there, but I don’t think they will invest at the same level as we did.”
The Indian business model of a mix of company-owned and independent dealers has been operating since Polaris kickstarted its Victory Motorcycles brand in Australia in 2008.
Indian Motorcycle was added in 2013 after being bought by Polaris. They sold 102 Indian Chief models in their first year.
Former Indian Motorcycle executive and now a senior US motorcycle industry consultant, Robert Pandya, said the factory-owned dealership was needed to establish the brand in a new market but had now run its course.
One former employee says the Australian model set new standards for motorcycle industry.
“We raised the bar for other brands, Harley included,” he says.
Well respected
2014 launch of the Indian Chief Classic, Vintage and Chieftain
Indian Motorcycle Australia had substantive hubris and was so well respected by HQ in Minnesota that the relaunch of the brand was simultaneously conducted in the USA and Sydney.
Customers have expressed their concerns on various forums that they will not get the same luxury customer experience and will find it more difficult to access parts and service.
However, the official notice emphasised: “It will remain business as usual at our company-owned stores in the interim while we bring new dealer partners onboard.”
Polaris Australia boss Alan Collins said customers needed “more locations and more support”.
“Moving to an independent franchised network of dealers is more sustainable for us and our partners as we look to grow in order to meet demand, while also enabling a broader network of support and options for our customers.”
Alan said they would double their dealer network in the next two years and confirmed ongoing warranty and parts support.
It’s actually federal legislation that parts supply and warranty must continue for 10 years which is what Polaris is honouring for Victory customers.
Staffing
Brisbane Indian motorcycle shop
Indian Motorcycle Australia also said it would look after about 30 staff and try to deploy them in the new dealerships.
One former staffer says he believes current techs will find a job “reasonably quick as they’re very capable”.
“All I’m worried about are the sales staff and admin. It’s harder for them considering the current environment,” he says.
Sales trends
The current environment is certainly grim.
Road bike sales in Australia dropped 11.9% last year, slipping from the top category to second behind off-road sales.
Indian has experienced strong growth in Australia, even during the past few parlous years of motorcycle sales, but last year recorded a 3.9% decrease to 803 sales.
Globally, Polaris Industries has announced that their motorcycle division was up 7% despite a drop in four-wheeler Slingshot sales.
CEO Scott Wine claimed the increase was largely due to the new FTR 1200 and Challenger bagger.
Despite only being launched in Australia in February, the FTR 1200 price has already been discounted $3000.
While other recent discounts were planned before the independent dealership announcement, the FTR range discount is a new initiative.
One former staffer admitted it looked like a desperate move to get rid of floor stock before closing its company-owned stores.
“It’s not what I would have done,” says one source.
“FTR sales were fine, but market conditions had changed. I suppose it’s moving-metal time.”
Customers have expressed concern in online forums that the discounts on top of the shock independent dealership announcement could not only affect strategic brand values but also the resale value of their bikes.
One long-time customer says Polaris will have to “manage and resurrect the brand name actively” to continue selling at a better rate than the current road bike market trend.
“Will they do that? Time will tell,” he says.
Servicing
As for customer concerns about the expertise of techs, Indian Motorcycle already trains servicing staff at independent dealers, so there should be no change.
Vintage Chief rider Chris Keeble who is organising an Indian riders rally in Silverton on May 9 says she’ll “miss the signature dealerships — they were great to visit — and now I need to find someone to service my bike”.
Chris Keeble
Indian Motorcycle says it will have a totally independent network by the end of 2020.
“We plan to expand our independent network the right way, with the right people, who will represent the values of Indian Motorcycle and provide you with the service you need and deserve,” their email said.
Customers are invited to call their Indian Motorcycle Australia Customer Service Centre on 0460775949 “for a chat” or contact them via email.
Indian Motorcycle Australia is extending its massive discounts to FTR 1200 in its expanded closing-down sale.
Two weeks ago they announced they were closing down their Brisbane, Sydney, Melbourne and Perth company-owned stores and moving to a system of privately owned dealerships.
Then they announced discounts that last to the end of January including:
$3000 off accessories or apparel and free on-road costs on Roadmaster, Chief Vintage and Springfield Dark Horse;
$2000 off accessories or apparel and free on-road costs on FTR 1200 and Scout Bobber.
Now they are offering up to $3000 off the rideaway price on any FTR 1200 model.
This new offer is separate, ends on 31 March 2020 and cannot be used in conjunction with the previous offer.
Shame if you bought one of the above Indian models before these massive discounts were announced!
Closing down
Indian say there will be a gradual closing down of their stores throughout the year as alternative dealerships are found.
By the end of 2020, Indian Motorcycle in Australia and New Zealand will operate solely with an independent dealer network, except for Christchurch for is independently owned.
Clearing out floor stock with sales offers will help them move the process along faster.
That’s one customer benefit from closing their company-owned stores. Another benefit they claim is that it will increase the spread of dealerships throughout the country.
Company history
Perth store opened in 2016
The model of a mix of company owned and independent dealers has been operating since they started in Australia in 2008 with Victory Motorcycles.
Indian Motorcycle was added in 2013 after being bought by Polaris. They sold 102 Indian Chief models in their first year.
The traditional brand has experienced substantial growth since, even during the past few parlous years of motorcycle sales, but last year recorded a 3.9% decrease to 803.
That’s still far better than the 11.9% slump in total road bike sales in Australia.
In 2017, Polaris axed the Victory Motorcycle brand, but continued with the company owned stores just for Indian.
However, it was only a matter of time before they switched to the conventional system as used elsewhere in the world.
Polaris Australia boss Alan Collins said customers needed “more locations and more support”.
“Moving to an independent franchised network of dealers is more sustainable for us and our partners as we look to grow in order to meet demand, while also enabling a broader network of support and options for our customers.”
This engine stall recall is only the second for Indian Motorcycle this year.
It brings the number of motorcycle recalls in 2019 to 27 plus four other motorcycle products: Harley saddlebags, a Honda Monkey bike rack, an O’Neal helmet and Avon Cobra tyres.
The most recalls this year was six for Yamaha; followed by 4 for BMW, Ducati and Triumph; Harley, Honda, Suzuki and Triumph on three (if you count the aftermarket accessories for Harley and Honda); two for Indian and one each for Kawasaki, Piaggio, KTM and O’Neal helmets.
That compares with the previous year where Ducati had 6;Indian, Kawasaki, Suzuki, Yamaha, KTM and Triumph 3; BMW, Harley, Husqvarna and Moto Guzzi 2, Aprilia and MV Augusta one each. There were no other product recalls.
Even though manufacturers and importers usually contact owners when a recall is issued, the bike may have been sold privately to a rider unknown to the company.
Therefore, Motorbike Writer publishes all motorcycle and scooter recalls as a service to all riders.
If you believe there is an endemic problem with your bike that should be recalled, contact the ACCC on 1300 302 502.
To check whether your motorcycle has been recalled, click on these sites:
Motoring out of town I was surprised at how well the big 1200cc bike handled the tame duties of riding through traffic.
This could very well be a reasonable commuter with its high riding position and light clutch pull.
Which started me thinking that this could be more than just a flat track racer or “street tracker”.
Peter at Brisbane Indian motorcycle with the four accessory packs
In fact, Indian motorcycle has four accessories packs that turn it into a semi-tourer with some luggage capacity, a rally pack for adventure, a sport pack full of bling and a tracker pack.
It’s difficult to know where this sporty, naked road bike with some dirt capabilities sits in the market.
Here are some of the comparative bikes that went through my head as I rode around the Brisbane hinterland: Ducati Monster 1200 (from $22,990), KTM 1290 Super Duke R ($26,795), BMW S 1000 XR (from $22,850), Triumph Speed Triple R ($20,990) and Yamaha MT-10 SP ($21,499).
that’s by no means a complete list and you could probably also include some of the big adventure bikes or the wilder street fighters like Ducati’s coming V4 Streetfighter.
Powertrain
The comparative bikes have a wide variety of engine configurations.
But if you love a meaty V-twin feel with plenty of torque and vibe, this 1203cc 60-degree V-twin mill should satisfy.
Now let’s go straight to the controversy over spluttering fuelling issues experienced by owners.
I didn’t experience it on my first ride as the bike was warmed up and I was eager to twist the throttle.
The issue is really evident when the bike is cold or warming up where some even say it can stall.
It’s also more evident in smooth on/off throttle riding, such as slower-speed manoeuvres.
There seems to be a flat spot just off idle and a lurching on constant low throttle.
The issues are very similar to those I experienced on the early Scout models.
Indian fixed that issue with a software update, so I don’t understand why they let this loose without fixing the issue first.
I found I quickly got around the issue by slipping a bit of clutch at slow speeds and just winding on the throttle a little more vigorously at other times to bypass the flat spot.
It’s more evident in the “sport” engine mode than the “standard” or “rain” modes.
Power is ok at 92kW at 8250rpm, but it runs out of a bit of puff, especially in the short first gear.
Thankfully the engine has so much grunt, you twist the throttle and slip through the gears and ride the big 120Nm wave of torque.
I love the deep and mellow tone of the Akrapovic pipes which have a devilish crackle on the overrun. (Listen to the video below through your home stereo for best results.)
While not as slick as a Japanese transmission, the six-speed box with slip assist clutch is faultless with neutral easy to find.
Despite some hard charging on test, the instruments told me the 13L tank would give me a touch over 220km of range.
Power is evenly spread across the rev range, but there is a nice bump around 3500 revs.
It sits at 3700 revs on 100km/h in sixth where you can roll on the throttle for overtaking without having to swap any cogs.
The standard model doesn’t get traction control, but the S and Race Replica do.
You can turn it off in all modes, but it also turns off the ABS and wheelie control. I’d prefer a little more latitude to turn off each individually and, ideally, the option to turn off the rear ABS only for riding on dirt.
But it’s a predictable traction control that not only saves you on wet or gravel roads, but also allows a little bit of controlled slip.
Styling
This is another controversial point.
The concept production bike with its high pipe and FTR750 influences was cutting-edge, raw and manic looking. It attracted a lot of attention.
Of course the production version with its lower pipes and “plumper” belly were a little tamer. Some were disappointed.
But it still cuts a sharp figure in the urban landscape and turns heads wherever it goes, especially with its stunning LED lighting front and rear.
It’s tall with a choice of seat heights of 805mm or 840mm, but the seat is narrow allowing me at 183cm to plonk both feet flat on the ground when stopped.
The seat is also very firm, but you can get a slimmer “race” seat or a more comfy touring seat option.
I found the standard seat good for a couple of hours in the saddle by which time you will be glad you are in search of a fuel stop, anyway.
The ProTaper bars are nice and wide, but a little low if you want to stand up in the saddle for off-road duties. A higher set of bars is also available.
Riding position is neutral except for the tight knee bend thanks to the high pegs. I think they could be lowered a little without any clearance issues as I never once scraped the pegs.
The mirrors are big and ugly, but could be replaced. However, they offer a good rear view with no elbows in the way or blurred images.
They are just short of the wide bars but high, so lane filtering can be tricky around SUVs and utes with high and wide mirrors.
My biggest concern was the heat that comes out of the rear cylinder head which is about 30mm from the backs of my thighs.
In slow traffic and while waiting at the lights, it gets very hot. A heat shield or leather pants would bemandatory for commuting duties.
While the basic model has a single, round instrument pod, the S and Race Replica have a smart TFT anti-glare touchscreen about the size of an iPad mini with all the info you would ever need and more.
Not sure why the screen doesn’t go all the way to the edge of the pod, though.
Antiglare screen in full sun
You can personalise your info, link to your phone, change modes, monitor phone calls, and manage your music, etc.
All info is available via the touchscreen which works well with all types of gloves, or you can use three lots of controls on the instruments and bars.
The indicators are self-cancelling which is a great safety device, but they stay on a little too long. Perhaps that can be adjusted in servicing.
Like all Indian products, the quality of fit and finish is exemplary.
Surprisingly, there is some messy wiring around the triple clamp, the controls are toylike, and the ugly catalytic convertor box underneath is an eye-catching eyesore.
Messy wiring
Dinky controls
Ugly box
I’m also not too sure about the models with the isolated rear fender.
Many other bikes now have these, but the FTR 1200’s rear wheel hugger/fender is attached by massive pieces of metal and it’s all a bit too chunky.
Overall, it’s a stunning steed with thick paint and a host of options including different coloured tank panels.
Handling
This American-made motorbike comes with German-made Sachs suspension on all three models.
Standard has preload adjustment on the back, but the S and Race Replica are fully adjustable.
It feels firm around town and is stable on the highways.
On bumpy back roads and gravel roads, it’s also compliant enough to soak up the big hits and has good high-frequency damping to cope with corrugations.
The FTR rides nicely on all types of road surfaces and won’t jar your spine or jackhammer your hands.
The 43mm forks are robust and provide confidence in cornering even if the 19-inch front wheel makes steering a little ponderous.
However, the weight distribution with the fuel tank located centrally and under the seat, makes it easy to change direction quickly through a series of tight esses.
The 19/18-inch tyre combo is strange and the flat-track tread pattern is handsome if a bit noisy on the highway and slightly vague when leaned over on the sharp edge.
The Dunlops were also quite slippery in the wet, although it had only just rained after a long dry spell, so the roads were very oily.
Brakes are strong and the rear is not just there for show. It works well in the gravel to dig in and steer the bike, but on those wet roads it locked up too soon and the ABS took some time to come on.
Conclusion
This handsome steed will turn heads while turning you on across several different types of terrain.
It’s a street tracker, a streetfighter and a mild tourer and adventurer.
A national roadshow of pre-production Indian FTR 1200 models has been deemed a success with “a number of $1000 deposits” being taken.
The pre-production models have been on show at various Indian dealers over the past month.
Indian Motorcycle marketing boss Christopher Gale says the roadshow was a success with “showrooms full of people at each event”.
The FTR 1200 will come to Australia in a basic black model for $20,995 ride away and the FTR 1200 S in red and grey or titanium and black for $22,995.
FTR 1200 base and S model
It will also be available in a Race-Replica paint scheme with red frame matching the FTR750 race bike starting at $23,995 ride away in Australia.
FTR 1200 and FTR 750 flat-track racer
“We have received deposits for all models but the Race Replica has been the most popular as it most closely represents the FTR750 (race bike),” Christopher says.
We spoke with one enthusiastic Brisbane rider who has paid his $1000 deposit and has been told to expect to pick up his bike somewhere between July and September, “subject to a test ride”.
Christopher says all deposits are fully refundable.
Despite a recent fire in the factory’s paint department, there have been no holdups with production, he says.
According to the leaked brochure, the Tracker will be released this year, followed by the Street in 2020 and the Adventure in 2021.
Indian sales
Meanwhile, Polaris has released its first quarter results showing a 10% decrease in motorcycle sales, although that also includes the three-wheeler Slingshot.
Polaris Slingshot
They say Indian sales held firm and gained some market share.
The company claimed results were affected by “challenging weather, continued weak market trends, and increased competitive promotional spending”.
International sales were down 4% on, but up about 3% excluding the impact of currency exchange.
MBW rides the Victory Empulse TT electric bike at its launch in Colorado in 2015
MBW riding the LiveWire at its launch lats year in Orgeon
Victory Empulse
Empulse TT battery
2020 Indian FTR 1200 Carbon
Part of the Indian brochure
Indian FTR 1200 with accessories pack
2014 launch of the Indian Chief Classic, Vintage and Chieftain
Brisbane Indian motorcycle shop
Chris Keeble
Perth store opened in 2016
Indian Challenger
Sydney Indian and Victory store
