Indian Motorcycle has announced its 2024 model year lineup, as well as a brand collaboration with the popular American motocross brand 100%. As part of this collaboration, Indian is releasing a limited-edition FTR x 100% R Carbon. Other highlights of the 2024 Indian lineup include a new Indian Challenger Elite, a completely redesigned PowerBand Audio system, and color updates across the entire line.
“It’s amazing to think how far we’ve come in developing and expanding our lineup of motorcycles, delivering a wide range of new models and trim offerings in a variety of styles to meet the diverse tastes and needs of our global riding community,” said Mike Dougherty, president of Indian Motorcycle. “We’ve received incredible rider feedback and continue to refine, enhance, and fine-tune our lineup and accessories based off this feedback.”
Indian’s newest addition to its Elite line, first introduced with the 2018 Chieftain Elite, is the 2024 Indian Challenger Elite. Like other bikes in the Elite lineup, the Challenger Elite will be limited in production – only 325 units available worldwide – and feature premium options.
The first Challenger Elite, limited to 200 units, came out for 2022 and featured Stealth Gray and Black Metallic paint with Indy Red accents, inspired by American muscle cars. For the 2023 model year, Indian offered 150 units of the Challenger Elite in Sapphire Blue Smoke Paint with Black Smoke and Titanium Metallic Smoke accents. The 2024 Challenger Elite will feature a custom-inspired Charcoal Candy paint scheme starting at $38,499.
The Challenger Elite is still powered by the liquid-cooled PowerPlus 108ci V-Twin making a claimed 122 hp and 128 ft-lb of torque. Stopping power comes from Brembo 4-piston radial-mount calipers biting dual 320mm semi-floating discs up front and a 2-piston caliper and 298mm floating disc in the back. ABS is standard. Front suspension is provided by a 43mm inverted telescopic fork that offers 5.1 inches of travel, and in the back is a Fox monoshock with 4.5 inches of travel and electronically adjustable preload.
Other premium features include Smart Lean Technology, an adaptive LED headlight, LED driving lights, an adjustable flare windscreen, rider and passenger Headdress footboards, heated grips, saddlebag lights, saddlebag closeouts, an all-new, custom-stitched seat for all-day riding comfort, and three selectable ride modes: Tour, Standard, and Sport.
The 2024 Challenger Elite also comes standard with Indian Motorcycle’s all-new PowerBand Audio system completely redesigned for Indian baggers and touring models. The next-generation of the system features powerful sound, all-new styling, and factory-backed quality.
The system features four 100-watt speakers, two fairing speakers, and two saddlebag speakers. Each speaker touts UnderGlow lighting, which uses soft-white LED rings to accent speakers that are further highlighted by a chiseled, modern look with titanium-plated domes.
The speakers deliver an increase in volume and clarity over the standard 50-watt speakers, and the system’s new Bass Boost Tune makes the music come alive with deeper bass responses, which result in 50% more bass when compared to previous PowerBand Audio offerings, according to Indian. New Dynamic EQ auto-optimizes for the highest quality audio as speed and conditions change. Speakers are durable, water-resistant, and designed to “cut through road, wind, and throttle noise to deliver an immersive listening experience.”
Select Indian Motorcycle baggers and touring models will be available straight off the dealership floor with PowerBand Audio pre-installed at the factory. The new PowerBand Audio system is also compatible with 2020-2024 models with seamless installation – no wire cutting, extra amps, or brackets are required.
Once installed, the bike’s 7-inch touchscreen display, powered by Ride Command, automatically recognizes PowerBand Audio speakers and immediately upgrades the bike’s audio menu, and riders receive a nine-band equalizer to fully customize settings and dial-in levels for any music genre. The Power Supply Temperature Protection actively monitors circuit temperature and adjusts to prevent internal damage or system shutdown in extreme heat conditions. The rugged design is water-resistant with an Ultra Coat sealing that provides protection from water, dirt, and debris. PowerBand Audio is designed and engineered in the U.S. and is backed by the factory warranty.
Riders can take their audio system up to 800 watts, including 200 watts in the upper fairing, 200 watts in the lower fairings, 200 watts in the saddlebags, and 200 watts in the touring trunk. Riders can also update their PowerBand Audio system in their 2020-2023 baggers and touring models with the Bass Boost Tune software upgrade at their local dealership. All 2024 motorcycles will come standard with the Bass Boost Tune, which will automatically come alive once PowerBand Audio speakers are installed.
FTR x 100% R Carbon
Indian Motorcycle said the intent of the brand collaboration with 100% is to celebrate riders who dare to carve their own path.
“With 100% linked to iconic moments that have built today’s modern motocross and Indian Motorcycle’s celebrated 123-year history in motorcycling,” Indian reps said, “these two American brands have helped shape the rich fabric of motorcycling with their respective trailblazing spirts.”
Pulling styling cues from 100%’s roots in action sports, the FTR x 100% R Carbon has been designed for the performance-minded rider who wants to stand out from the crowd. The bike features a Blue Candy carbon fiber tank, headlight nacelle, seat cowl, and front fender. It has a bright white powdercoated frame, with gloss paint finishes and red accents throughout.
Built on Indian’s top-of-the-line FTR model, the R Carbon, the limited-edition FTR x 100% R Carbon is also powered by a liquid-cooled 73ci V-Twin making a claimed 120 hp and 87 ft-lb of torque. It has radially mounted dual-disc Brembo monoblock brakes, a 4-inch touchscreen display powered by Ride Command with turn-by-turn navigation, Bluetooth connectivity, and three selectable ride modes: Rain, Standard, and Sport.
This new limited-edition model features even more upgrades and details that set it apart. Indian Motorcycle and 100% co-branding highlight each tank side, the rear seat cowl, and the chin fairing. The fully adjustable Öhlins fork and rear shock get custom blacked-out treatment for “100% more attitude” and a black-finished titanium Akrapovič exhaust. Carbon fiber components – engine covers, chain guard, and exhaust heat shield – add additional custom detailing, and Gilles Tooling parts, including bar-end weights, and the oil cap and radiator cap, complete the look.
The FTR x 100% R Carbon will start at $18,999, with only 400 units available around the world.
Riders purchasing the FTR x 100% R Carbon will receive a complimentary pair of Indian Motorcycle x 100% sunglasses, which are part of the exclusive Indian Motorcycle x 100% apparel collection that is being launched alongside the bike. Offering a diverse mix of men’s and women’s lifestyle pieces, the collection includes long- and short-sleeved tops, hoodies, hats, beanies, and sunglasses. The co-branded apparel collection is available in men’s sizes S-3XL and women’s sizes XS-2XL. Pricing for the Indian Motorcycle x 100% apparel collection ranges from $29.99 to $185.00 and will be available at select dealerships and at the Indian Motorcycle website.
2024 Indian Lineup
With the exception of the FTR Rally, FTR Championship Edition, and the 2023 Elite models, all of the 2023 Indian lineup will be returning for 2024 with a variety of new paint colors. In addition to the new colors, Indian Motorcycle says it has improved the fit and finish on its baggers and touring models, with a gloss paint finish across the dash visor, storage door, dash trim, and gauge bezel.
Eric Trow and Ron Washabaugh face off on the same clay their grandfathers raced on more than 70 years earlier (below). Contemporary photos by Hal Deily, archival photos courtesy of the author.
At a time when American riders were fighting the Harley and Indian wars, Gene Townsend and Floyd “Washie” Washabaugh were unflinchingly Indian men. It was rumored their blood flowed a bit more maroon than the rest of us, having the distinct deep shade of the brand’s signature Indian Red color.
Over the years, the two men defended the Indian brand on dirt tracks across Pennsylvania, Maryland, and Virginia. Gene, my grandfather, born in 1908, spent most of his racing years on an Indian 101 Scout sporting the #9 plate. He was a top regional amateur racer from the mid-1920s on into the war years, only to retire when a brush with a #6 bike sent them both through a fence.
Gene Townsend before a race on his highly tuned Indian 101 Scout.
The radio announcer covering the event mistook the upside down #6 machine as the #9 and mistakenly reported that Gene Townsend had been rushed to the hospital with serious injuries. My grandmother and her young daughter (my mother) were beside themselves when they heard the broadcast. Gene promised to never worry them again and quit racing on the spot. Washie, five years his junior, competed successfully on Indian Sport Scouts through the mid-1950s, and even had a short stint as a professional racer with Gene’s backing.
Parker, Eric, and Ron leaf through a period racing program along the road to Winchester.
By 1948, Gene had owned his southwestern Pennsylvania Indian agency (what dealerships were called back then) for about 20 years. He had built his reputation as an exceptional rider and racer as well as an expert tuner. If Indian riders wanted the hot setup, Gene was the guy to see. Washie was granddad’s close friend, a fellow racer, and a fixture at the old shop. They shared a passion for three things: Indian motorcycles, racing, and storytelling.
Floyd “Washie” Washabaugh aboard his #64U Indian Sport Scout racer in 1948.
I only knew Washie as an older man who rode his flashy old Indian Chief to my granddad’s shop. But I envisioned him and Gene as the vibrant and courageous young dirt-track racers in the old, dog-eared photographs taken in their racing days. The deep connection I developed with these older men was something I thought only my brother and I knew. Then I heard about Washie’s grandson, Ron.
We may have met at some point at the shop when we were kids, but Ron Washabaugh and I didn’t know each other. About three years ago, we met while attending the American Flat Track races at Williams Grove near Harrisburg. We immediately hit it off and began swapping stories of that magical old motorcycle shop and the deep appreciation and fondness we had for our grandfathers.
Some sections of the old National Pike haven’t changed much since Gene and Washie rode them.
The most powerful memories for Ron and me were the racing tales told so passionately by old Gene and Washie. Through their words they painted vivid pictures of handlebar-to-handlebar racing adventures aboard their Indians on myriad local dirt tracks, as well as more distant venues such as Cumberland, Maryland, and Winchester, Virginia. They would either stuff a bike into the back of a sedan or ride their Indian Scouts to a track, remove the headlights and fenders to race, and then reassemble everything for the ride back home afterward. If they weren’t racing, they were organizing rides to watch others compete, like legendary AMA Hall of Famer “Iron Man” Ed Kretz at the Langhorne, Pennsylvania, track where he dominated the mile oval.
Stepping away from the digital GPS and iPhones, a vintage paper roadmap is used to chart the path the way their grandfathers (and great-grandfathers) would have done (below). It was a bit easier for the two older guys in the group.
Ron and I decided to retrace Gene and Washie’s path to one of the legendary tracks they rode to back in the late 1940s and early 1950s.
Ron and his son, Steven, and me and my son, Parker, conspired to chase Gene and Washie into the past on a journey to the old Winchester Speedway. As grandsons and great-grandsons, we would emulate the experience the two elders had back in the day. We would ride the National Road (U.S. Route 40) and other two-lane roads, stop where they might have stopped, eat at family-owned diners along the way, and find classic roadside motor lodges where they might have stayed. At every opportunity, we would celebrate their story and, at the same time, get to know each other and forge another generation of bonding around a common passion for motorcycles.
After a sprint up the mountain, the overlook atop Summit Mountain on Route 40 was a popular stop for the old boys.
Ron and I both have vintage Indians, but for this excursion Ron was aboard his modern Indian Roadmaster, and I piloted my Indian FTR 1200 S Race Replica. Stephen rode his new FTR 1200 as well, complete with a number plate bearing his great-grandfather’s racing number, #64U. Parker rode a 2018 Harley, just for a little tension in the spirit of that old brand rivalry. (The H-D Heritage 114 is mine, and so is the kid; both are terrific, and any ribbing was in good-spirited fun.)
Eric shows the kids proper tuck technique for flat track.
Last October, the Washabaugh boys met my son and me at a diner not far from the old shop. We ordered breakfast and gobbled up the vintage photo albums Ron brought with him. Although the food and conversation were delicious, we needed to get our planned adventure rolling. There would be more time to talk along the road, so we paid the tab and headed to the old Townsend cycle shop. The unexceptional building still stands (barely) just off the National Road, three miles east of Brownsville, Pennsylvania.
Washie straddles a sidecar-mounted drum of fuel used as a rolling gas station.
The modest shop was a hub of activity in its day, a gathering place where riders regularly came and went. Some visited to see what new machines and accessories had arrived. Others stopped by for a set of points, a condenser, and maybe a pair of spark plugs on their way through town. Most wheeled in for the conversation and the stories.
It was also the headquarters and ride origination point for members of Gene’s Scouts Motorcycle Club, an AMA-sanctioned club that served as the local riders’ social group and the sponsoring organization for motorcycle competitions. Washie raced as an AMA pro for one year under the Gene’s Scouts M.C. banner. Unfortunately, after just one season, the cost proved to be too steep, and he returned to amateur racing. Some things never change for aspiring racers.
Racing at Winchester included flat track and this TT race with hills and a jump.
Soon, the engines of our Indians (and Harley) fired to life in front of the old shop, echoing the hundreds of Indians that had gone before from that same spot.
We rolled out of the parking lot and onto Route 40. The first planned stop was just up the road at LaFayette Memorial Park, where we paid our respects at Gene’s and Washie’s family plots. We thanked them for the tremendous influence they had on our lives, saluted their adventures, and invited them to ride along with us inspirit as we retraced the path they took seven decades earlier.
Gene’s Indian agency in the early 1940s.
Back on the road and heading east on the National Road, we approached Uniontown. I thought of the story Gene told me about a board-track motordrome speedway that was built there for motorcycle racing in the late teens of the last century. As a boy, he would climb a tall tree outside the grounds just to catch a glimpse of the racers flying by on the large, steeply banked wood-plank track.
Indians gather once again in front of the old Indian shop (apologies to the author’s son on the Harley).
Although the multilane highway now bypasses the towns, we took the old route that Gene and Washie would have followed through downtown Uniontown and Hopwood. We rejoined the highway on the other side where the pavement abruptly angled skyward, ascending Summit Mountain. Back in the day, this was a narrow two-lane ribbon that wound tightly up the steep hill – a rider’s dream. This stretch was the subject of many of the old timers’ stories as they recounted how they raced each other up the steep, twisting curves to the crest of the hill. They heeled their Scouts and Chiefs over so far into these corners that the frames would drag, levering the rear wheels off the ground momentarily. The trick, they said, was to hold the throttle open and let the bike reestablish traction without upsetting the chassis. Easier said than done!
Members of Gene’s Scouts M.C. at a gas stop during one of their organized rides.
Today, the road is a four-lane divided highway tracing the original circuitous path. Ron, me, and our boys turned up the wick on our machines as we ascended the hill. It was a hoot to drop down a gear and put ourselves, at least mentally, alongside our grandfathers and great-grandfathers on a spirited sprint up the mountain.
The old crew would have likely crossed this stone arched bridge along Route 40 on their way to Winchester.
As we approached the summit, I signaled and the four of us wheeled off I-40 into the lookout at the peak of Summit Mountain. This was a spot where Gene, Washie, and the rest of their crowd regrouped countless times over the years. Summit Mountain was not just a road they took on the way to somewhere else, it was their local destination for sport riding. It’s where the guys tested their latest tuning and hop-up tricks. It’s where local Indian and Harley riders found out whose machine had the “soup” to capture the king-of-the-hill title for that week.
A typical overnight stay for the boys back in the day.
Ron and I used this pull-off to tell our sons stories we’d heard about this road and their great-grandfathers’ motorcycling adventures. We took turns contributing our own recollections, helping each other connect the dots where there had been gaps in our individual knowledge. Parker and Stephen stood by, soaking it all in.
Surely Gene and Washie would have stopped for the overlook at Town Hill.
Back on the road, we imagined the roadside stops the men might have made along their way. We proposed where they may have paused to stretch their legs, consult a map, check chain tension, or maybe add a quart of oil. Then we’d stop too. We took advantage of those roadside breaks to look through collections of old racing photos, racing publications, and pictures our grandfathers and their pals had taken along the road to different racing venues.
The Clarysville Motel in Frostburg, Maryland, has been operating for 100 years.
On occasion, we saw a turnoff to Old Route 40, most often a short spur of narrow two-lane that soon rejoined the newer main road. It was fun to ride a few of these old sections to capture the ride experience Gene and Washie had, but it was impractical to take each little detour. Other times we saw sections of Old Route 40 that were no longer accessible, including an area where an old stone arched bridge was once the path of the old National Pike. Gene and Washie probably traveled that same old stone bridge on their way to Winchester. We could only view it from the main road.
We paused at the old Clarysville Motel that looked like it might have been there when our grandfathers rode through. As it turns out, the place has been serving travelers for nearly 100 years. Other than the modern vehicles in the parking lot, it would be hard to distinguish 2021 from 1948 or earlier. Certainly, Gene and Washie rode by here many times, and may have even stayed on occasion when daylight expired.
The inn at Town Hill, Maryland, would have likely looked the same for the Gene’s Scouts crew in the 1940s.
In Maryland, the old highway began to rise, fall, and twist dramatically. This was the kind of road on which the boys surely had the old Indians dancing. They would have been intimately familiar with this fun section of road, knowing what lay ahead and anticipating it well in advance. After navigating a particularly enjoyable stretch, we crested a hill to discover the historic Town Hill Inn and overlook. This was a likely rest stop for Gene and Washie along their ride. It was a natural place to take a breather, check over the bikes, and enjoy the spectacular view across the wide valley below.
When not on the track, Gene’s Scouts were in the stands to watch their buddies race.
In Hancock, Maryland, we picked up Route 522 south and rode through quaint, historic Berkeley Springs, West Virginia, and on south into Virginia to our destination of Winchester.
Once in downtown Winchester, Ron led us to an iconic spot for a hot dog. Whether Gene and Washie ever stopped at this historic stand for a dog when they were in town, we’ll never know. But just in case, we thought we’d better have one since we were trying to capture the experience.
Grandsons and great-grandsons pause at the Winchester track to reflect on two diehard old racers.
Since the Winchester Speedway is sometimes referred to as the old airport speedway, we meandered through the town following directional signs for the airport. After working our way along narrow roads that wound around the airport property, we came to the end of the road and were unexpectedly at the back side of the racetrack. No big sign. No grand entrance. As a lot of these rural speedways were, it was simply a venue where people gathered. The raceway was probably not much different than it was when Gene and Washie were last here together, except now the old wooden grandstands are gone, replaced with concrete and metal.
Gene carves up the clay on an Indian Scout.
The beauty of these local facilities is how approachable the track personnel can be. We arrived midweek in the middle of the day and told our story. Hoping to have a picture taken outside the track at the speedway sign, our plan was thwarted when we realized there was no such sign and no suitable backdrop. Fortunately, the track folks invited us to bring the bikes onto the track and position them in front of the wall on the back straight where “Winchester Speedway” was painted in bold lettering. It was perfect. Ron couldn’t resist the temptation to ride around the dirt track just to run tires on the same clay that his grandfather once tore up on the #64U Indian Sport Scout.
A lineage of Indian men chased their ancestors Gene and Washie to Winchester Speedway to rev up their legacy for another generation.
We were all having a great time and didn’t want the adventure to end, but the autumn sun was already sinking low in the sky. With our mission completed and an abundance of pictures taken to commemorate our expedition, it was time to say our goodbyes. Ron and Stephen had about a two-hour ride east to get back home. Parker and I needed a bit longer for our westward trek on modern interstate highways back toward Pittsburgh.
On the way home through the darkness, I replayed the ride over again. In my mind, I overlayed images of Gene and Washie from 70 years ago on today’s images of Ron, Stephen, Parker, and me riding the same roads to Winchester. It felt good to ride with other descendants. It felt even better to be together, chasing Gene and Washie.
The ride began with a visit to the resting places of Gene and Washie. They were then invited to ride along in spirit.
POSTSCRIPT
As much as the Indian boys would love to hear that the Harley broke down so often that we were forced to abandon our plans (or abandon Parker), the Heritage 114 did just fine. While it’s fun for us to see the old Harley and Indian wars heating up once again in this modern era (we can hear Gene and Washie piping in from the great beyond), the real benefit of that rivalry has been the development of better motorcycles from both brands. A little competition is a good thing, though Gene and Washie would still give Indian a slight edge. After all, it’s in their blood.
Indian Motorcycle, America’s First Motorcycle Company, today celebrates its flat track racing legacy with the launch of the FTR Championship Edition. With only 400 available globally, the limited-edition FTR allows race fans from around the world to join the Indian Wrecking Crew in celebration of the team’s five-consecutive American Flat Track championships.
Inspired by the sport’s preeminent flat track race machine, the FTR750, the FTR Championship Edition touts an authentic race paint scheme and a commemorative Indian Motorcycle Racing bezel with each championship season on display. But more than a show piece, the limited-edition FTR features premium components, including a titanium Akrapovič Exhaust and fully adjustable front forks and piggyback shock. Carbon fiber parts, including a seat cowl, front fender, airbox covers and headlight nacelle, complete the bike’s premium design.
“Since the FTR’s debut in 2019, riders around the world have expressed their passion and enthusiasm for the FTR’s flat track-inspired design,” said Aaron Jax, Indian Motorcycle Vice President. “While the 2022 FTR lineup optimizes the FTR’s on-road performance, the FTR Championship Edition reignites our flat track racing legacy and celebrates the Wrecking Crew’s historic success. Although this limited-edition bike is a commemorative show piece, it’s also an on-road ripper that performs in the twisties as well as turns heads on city streets.”
Adding to its flat track-inspired design are a host of premium features and ride-enhancing technologies, including three ride modes, wheelie control with rear lift mitigation, stability control, traction control, and cornering ABS. The FTR Championship Edition also touts a 4.3-inch digital touchscreen display and a 1,203cc liquid-cooled V-Twin engine that produces 120 horsepower and 87 lb-ft of torque. The limited-edition FTR is equipped with a race-inspired wheel combination of a 19-inch front and 18-inch rear wheel – wrapped in Dunlop street tires with flat track-inspired tread. Radially mounted dual front disc Brembo brakes offer exceptional control and stopping power, while ProTaper flat tracker aluminum handlebars complete the race bike look.
Indian Motorcycle Racing, the winner of the last five Manufacturer’s Championships, returned to professional flat track racing in 2017. Since the debut of the FTR750, an Indian Motorcycle Racing factory rider has won the championship every year in the sport’s premiere class. The 2022 Indian Wrecking Crew, consisting of 2021 SuperTwins Champion Jared Mees, two-time champion Briar Bauman, and the team’s newest member, the winningest rider in American Flat Track Singles history, Shayna Texter-Bauman, will look to defend its title at the season opener on March 10 at the Volusia Half-Mile.
MSRP is $16,499. The FTR Championship LE will begin shipping to Indian Motorcycle dealers around the world starting in April. Riders can learn more at their local Indian Motorcycle dealership, by visiting IndianMotorcycle.com, or by following along on Facebook, Twitter, and Instagram.
The Revolution Max-powered Sportster S is the start of a new era for Harley-Davidson. We tested it against Indian’s Scout Bobber and FTR S on canyon roads and city streets. (Photos by Kevin Wing)
The Sportster is one of most iconic and successful Harley-Davidson motorcycles, and it’s one of the longest-running motorcycle models in history. Introduced in 1957 – the same year Wham-O introduced the Frisbee and Elvis Presley’s “All Shook Up” topped the Billboard charts – the Sportster was a response to the light, fast OHV British bikes that took the American motorcycle market by storm after WWII.
An evolution of the side-valve KHK, the XL (the Sportster’s official model designation) was powered by an air-cooled, 883cc, 45-degree “ironhead” V-Twin with pushrod-actuated overhead valves. It made 40 horsepower, weighed 495 pounds, and had a top speed around 100 mph, more than enough performance to outrun most British 650s of the day. In 1959, Harley unleashed the XLCH, a 55-horsepower, 480-pound hot rod that cemented the Sportster’s go-fast reputation.
The 121-horsepower, liquid-cooled Harley-Davidson Sportster S starts a new chapter for the Motor Company’s most iconic motorcycle.
Today, 65 years after the XL’s debut, there’s still an air-cooled 883cc Sportster in Harley-Davidson’s lineup: the Iron 883. Making 54 horsepower and weighing 564 pounds, it has a lower power-to-weight ratio than a ’59 XLCH, and by modern standards, the Sportster is no longer sporty.
YOU SAY YOU WANT A REVOLUTION
Harley-Davidson puts its air-cooled Sportsters – the Iron 883 and the 1,200cc Forty-Eight – in its Cruiser category. Last year it added a new category – Sport – that includes only one model: the Sportster S. Designated RH1250S rather than XL, the new Sportster occupies a distinct branch of the Harley family tree. It’s built around a 121-horsepower “T” version of the liquid-cooled, 1,252cc Revolution Max V-Twin found in the Pan America adventure bike, and it weighs 503 pounds ready-to-ride. Compare that to Harley’s Evo-powered Forty-Eight, which makes 66 horsepower and tips the scales at 556 pounds.
With an upright seating position, rear-set pegs, and 17-inch wheels with sportbike rubber, the FTR S feels more at home on twisty roads than the others. Like the Sportster S, it has ride modes and IMU-based electronics.
Both the Iron 883 and Forty-Eight are available as 2022 models, so air-cooled XLs aren’t going away (yet). They appeal to cruiser traditionalists: those who want familiarity and simplicity, and those for whom the look, sound, and feel of an air-cooled 45-degree V-Twin are more important than outright performance.
The Sportster S carves out another niche in the market, appealing to a different sort of buyer: those who want a light, powerful, sophisticated American-made V-Twin. That sounds a lot like the Indian FTR S, the Sportster S’ closest competitor. Both are powered by liquid-cooled, DOHC, 60-degree V-Twins that make about 120 horsepower (factory claims). Both are equipped with ride modes, cornering ABS and traction control, and other modern electronics, and their base prices are $14,999.
The Scout’s length, weight, and limited cornering clearance conspire against it in the curves.
But the Sportster S is a low-profile, feet-forward cruiser, whereas the FTR S is a sport-standard with an upright seating position and rear-set footpegs. Not exactly apples to apples. Indian’s Scout Bobber, on the other hand, more closely matches the Harley’s cruiser layout, so we’ve included it here. It’s also powered by a liquid-cooled, DOHC, 60-degree V-Twin, but with less displacement and a lower state of tune than the FTR’s motor. Making a claimed 100 horsepower, the Bobber’s engine output is well below the others, and its only electronic riding aid is ABS (a $900 option), but its base price is $4,000 below that of the Sportster S and FTR S.
CURB APPEAL
These bikes are tightly packaged machines, with bodywork kept to an absolute minimum. They all have radiators, and designers did their best to keep hoses and associated plumbing tucked away. The Scout has a tall, narrow radiator wedged between the rectangular downtubes of its cast-aluminum frame. The sportier FTR and Sportster have shorter, wider radiators with small shrouds on the sides that help them blend in.
The traditionally styled Scout Bobber has a few splashes of chrome and a halogen headlight, while the more modern Sportster S and FTR S favor a mix of matte and brushed surfaces and have LED headlights.
More differences are apparent when looking at them parked side by side. With the lowest seat height (by 4 inches), longest wheelbase (by 2 inches), and stacked exhaust pipes that extend just past the trailing edge of the rear tire, the Scout is more slammed and stretched out than the others. And as the most traditionally styled of the three, it has the proportions and stance one expects from a cruiser.
The FTR is at the other end of the spectrum. With the most ground clearance, longest rear suspension travel (by 2.7 inches), and loftiest seat height (by 2.8 inches), it stands much taller than the others. Mirrors perched above the handlebar on antenna-like stalks further add to its height, while the others have bar-end mirrors. Upswept brushed-aluminum Akrapovič mufflers, an exposed rear shock with a red spring, and 17-inch wheels with matching red pinstripes give the FTR the sportiest appearance of the three.
The Indian FTR S is a uniquely American take on a naked sportbike.
The Sportster has a unique cut to its jib. It has a mix of glossy, matte, and brushed surfaces, and a mix of styling influences. Its high pipes and tidy tailsection are inspired by XR750 dirt trackers. Its pill-shaped LED headlight and chunky tires take a page out of the Fat Bob’s playbook, while its elongated teardrop tank is a big departure from the peanut tanks of other Sportsters. And its tubular-steel trellis frame, swingarm, and license-plate hanger hew fairly close to what’s found on the FTR.
BEHIND BARS
Differences in dimensions and stance affect ergonomics. With its long-and-low profile, 25.6-inch seat height, forward-set foot controls, and minimal pullback to the handlebar, the Scout Bobber puts the rider in a classic “clamshell” seating position with a tight hip angle, even more so for those with long legs. The Scout’s solo seat is reasonably plush, but with one’s legs and arms stretched out, style trumps comfort. As the lowest bike of the bunch, it also has less cornering clearance than the others – just 29 degrees vs. 34 degrees for the Sportster and 43 degrees for the FTR. Boot heels touch pavement first, but on some right turns the bottom of the lower exhaust pipe scraped, leaving an unsightly scar of raw metal on the matte-black finish.
The Harley-Davidson Sportster S has a color TFT display with a large tachometer and speed readout.
To accommodate its greater lean angles, the Sportster’s forward controls are positioned higher than the Scout’s (Harley offers mid-mount controls as a $660 accessory). Its solo seat is perched 29.6 inches above the pavement, which is on the tall side for a cruiser. The narrow, thinly padded saddle had us seeking relief long before the low-fuel light came on, exacerbated by the fact that the Sportster, like the Scout, locks the rider in place and has minimal rear suspension travel. Of the three, the Sportster has the most cramped cockpit, limiting its appeal among tall riders.
The Indian FTR S’ touch-enabled TFT shows an array of data and has two different layouts.
With a sport-standard seating position, the FTR feels altogether different than the two cruisers. The rider sits more upright, with a comfortable reach to the wide handlebar and a moderate forward lean to the upper body. Rear-set pegs put the rider’s feet directly below their hips, opening the hip angle at the expense of more knee bend. Our test riders were unanimous in declaring the FTR the most comfortable of the three, and it felt the most natural at a sporting pace. The 32.2-inch seat height may be a challenge for some, but the saddle has the thickest padding and it’s the only one here that accommodates a passenger (without digging into the accessory catalogs).
The Indian Scout Bobber has the most basic instrumentation, with an analog speedometer and an inset multifunction digital display.
THE SOUND & THE FURY
There’s a reason nearly every motorcycle made in America has a V-Twin. The engine configuration delivers a visceral pulse that engages the rider, producing a rhythmic sound that can be both felt and heard. There’s nothing lazy about the 60-degree V-Twins that power these three. At idle, they emit a steady staccato rather than a loping beat. None of the stock exhausts are especially loud, but the Scout’s pipes play a deep rumbling tune that was sweetest to our ears.
The Harley’s Revolution Max engine is the only one here with variable valve timing, which optimizes power delivery across the rev range. Despite the Sportster’s added tech and 49cc displacement advantage over the FTR (1,252cc vs. 1,203cc), when strapped to Jett Tuning’s rear-wheel dyno, they generated nearly identical peak horsepower (116.0 vs. 115.7). Where VVT delivers the goods, however, is in the heart of the rev range – the Sportster makes 5-10 more horsepower than the FTR between 4,000 and 7,000 rpm. The Harley also doesn’t trail off as quickly after the peak as the FTR and it revs out further. In terms of torque, the Sportster clearly dominates the FTR, generating the highest peak (89.0 vs 82.7 lb-ft) and a 5-12 lb-ft advantage from 4,000-7,000 rpm.
Look Ma, no fins! All three are powered by liquid-cooled, 60-degree V-Twins with DOHC and 4 valves per cylinder. Designers did their best to showcase the engines while downplaying the radiators.
The Scout is outgunned by the Sportster and the FTR, maxing out at 85.2 horsepower and 64.5 lb-ft of torque, but its 1,133cc mill is perfectly suited for cruiser duty. What the Scout lacks in sheer grunt it makes up for in simple enjoyment. Unlike the others, it doesn’t have throttle-by-wire or ride modes, and there’s a pleasant analog connection between the right grip and the rear wheel. The Scout is the only bike here without a slip/assist-type clutch, and squeezing its lever requires the heaviest pull. Clutch action is lightest and gear changes are easiest on the Sportster. Compared to the Harley, the FTR felt less refined, with inconsistent clutch engagement (especially when the engine is cold), uneven fueling at steady throttle, and a coarser feel at higher revs.
’ROUND THE BEND
Apart from ergonomics and engine performance, these three bikes offer distinct riding experiences. As the longest, lowest, and heaviest (by 45-50 pounds) of the three, it’s not surprising that the Scout Bobber requires the most effort to steer through a series of tight turns. It rolls on 16-inch wheels front and rear, and the semi-knobby tread on its Pirelli MT60RS dulls response and feedback. Up front, the Scout’s single 298mm disc is squeezed by a 2-piston caliper, with hydraulic fluid sent through an axial master cylinder and braided steel lines. Braking power is adequate, but the Scout’s front lever doesn’t provide the precise feedback found on the Sportster and FTR, both of which are equipped with Brembo radial master cylinders. Furthermore, since it doesn’t have an IMU like the others, the Scout’s ABS does not compensate for lean angle.
Small gas tanks (and heavy throttle hands) kept the trio on a short leash. Low-fuel lights typically came on in less than 100 miles.
One of the Scout’s biggest limitations, which it shares with the Sportster, is a mere 2 inches of rear suspension travel. The Scout has dual shocks that are adjustable for spring preload only, while the Sportster has a single, fully adjustable piggyback reservoir shock with a linkage. Even though the Harley has more premium suspension with better damping, there’s only so much that can be done with so little travel. Few bumps pass unnoticed and big ones can be jarring, unsettling the chassis and sapping confidence, especially on the Scout.
At first glance, one would think that the fat front tire on the Sportster – a 160/70-17 that’s wider than the Scout’s 150/80-16 rear tire – would be an impediment to handling, but it has a triangular profile that helps it turn in. The Harley slices and dices confidently, with reasonably light steering and a solid, planted feel when on the edge of its tires. At higher speeds, however, the added weight of the front tire slows steering. The Sportster feels more eager than the Indians, especially in Sport mode, and it launches itself out of corners.
The Sportster S has good cornering clearance and rails through corners better than most cruisers.
As part of its 2022 update, Indian sensibly shifted the FTR away from its flat-track origins and amped up its street-readiness. The 19-/18-inch wheels with quasi-knobby tires were replaced with 17-inch hoops shod with grippy Metzeler Sportec M9 RR tires, steering geometry was tightened up, and suspension travel was reduced by more than an inch. The changes made the FTR a better corner carver in every respect. Although the Sportster will quickly pull away from the Scout on a tight, twisting road thanks to its superior power-to-weight ratio, the FTR has a definite edge on the Harley in terms of cornering clearance and braking performance.
With 4.7 inches of travel front and rear, the FTR’s fully adjustable suspension has more leeway than the Sportster’s to absorb the inevitable imperfections on public roads. With more fork and shock stroke to work with, as well as the best damping among this trio, the FTR’s chassis stays more composed, allowing its rider to stay focused on the road ahead rather than avoiding bumps. The FTR also has the best brakes of the bunch, delivering impressive stopping power and feel at the lever. It’s the only bike here with dual discs up front, a pair of 320mm rotors clamped by radial 4-piston calipers. The Sportster makes do with a single 320mm front disc that’s gripped by a monoblock 4-piston caliper, and its braking performance is a close second to the FTR.
The Indian Scout Bobber packages old-school cool around a modern engine and chassis.
COMING OUT ON TOP
This is not your typical comparison test. These three bikes have as many differences as they do similarities, but there are some common threads. They’re made in America by companies that were fierce rivals in the past and became direct competitors again nearly a decade ago. And they have liquid-cooled, 60-degree V-Twins that depart from air-cooled tradition. Beyond that, the threads begin to unravel.
Both the Scout and Sportster carry historic nameplates originally associated with speed, but more recently have come to represent smaller, more affordable cruisers in their respective lineups. The Scout Bobber, a darker, lower variation of the standard Scout, best represents cruiser tradition. Its styling is more elemental than the Sportster or FTR, appearing old-school even though its engine architecture, cast-aluminum frame, and optional ABS are contemporary. The Bobber delivers more performance than most typical cruisers, yet its no-frills spec sheet helps keep its base price to just $10,999–$4,000 less than the others. That’s a trade-off plenty of buyers are more than happy to make.
These motorcycles redefine what it means to be an American-made V-Twin, and they’re taking Harley and Indian into the future. They’ve helped to reinvigorate a historic brand rivalry that is being played out on racetracks and in showrooms nationwide. And they are well-designed, solidly built motorcycles that are fun to ride.
The new Sportster S, like the Pan America with which it shares the Rev Max engine platform, represents the future of Harley-Davidson. Street Glides, Road Glides, Softails, etc. are – and will continue to be – the bread and butter of The Motor Company’s dominant on-highway market share in the U.S. But today’s motorcycle manufacturers think on a global scale, and high-tech engines and electronics that can satisfy increasingly stringent emissions and safety standards are essential.
There is, at best, a tenuous connection between the Sportster S and the iconic XL line, but H-D hopes its instantly recognizable name will help it succeed in the marketplace. Its fat tires, high pipes, bulldog stance, and mash-up of styling influences won’t appeal to everyone, but there’s no denying the performance of its engine or the capability of its chassis. The Revolution Max V-Twin is the Sportster S’ greatest attribute. Limited rear suspension travel, on the other hand, is its greatest limitation.
As a motorcycle we’d want to live with every day, the Indian FTR S is the clear winner here. Its street-tracker styling either appeals to you or it doesn’t (count us as fans), but from the standpoint of functionality and rider engagement, the FTR S checks all the right boxes. Compared to the Sportster S, the Indian’s engine is weaker in the midrange and feels rougher around the edges, but the FTR handles better, has the best brakes, is the most comfortable, and has standard passenger accommodations. Like the Sportster S, it has ride modes, modern electronic rider aids, cruise control, a USB charging port, Bluetooth connectivity, and a color TFT display, with the added convenience of a touchscreen.
With the FTR platform’s recent update, Indian has had a few years to work out the kinks, and the current iteration is a much better streetbike than the original. In addition to the FTR S tested here, there are three other variants to choose from: the base-model FTR ($12,999), the scrambler-styled FTR Rally ($13,999), and the top-of-the-line FTR R Carbon ($16,999). Harley-Davidson won’t rest on its laurels, and there will surely be updates to the Sportster S and spin-off models in the years ahead.
Rear-wheel horsepower measured on Jett Tuning’s DynoJet dynoRear-wheel torque measured on Jett Tuning’s DynoJet dyno
2021 Harley-Davidson Sportster S Specs
With a mix of styling influences and finishes, the Sportster S cuts a very different profile than the Sportsters in Harley’s XL family.
Indian Motorcycle and Workhorse Speed Shop have unveiled the FTR AMA, the first of two long-anticipated Indian FTR builds by Brice Hennebert. Well known for his unique creations and with two iterations of Appaloosa, the Indian Scout-based sprint racer, already under his belt, Brice was commissioned to create two very special FTRs for two brothers, Black Swan and the FTR AMA.
While Black Swan is yet to be revealed, it was the commissioner of Black Swan who asked Brice to design a second build for his brother. The result is the FTR AMA, a bright and imposing motorcycle with a hardcore, 1980s edge.
“The brief was pretty open, something colourful and as sharp as a war tank. The only restriction was that the paint be inspired by the Martini Racing livery. After some research and brainstorming with myself, I based the look around AMA SBK racers from the 80s and the Rally cars from the same era. The main influences were the Lancia Delta HF mixed with Bol d’Or 750s and some muscle bike DNA,” said Brice.
Starting work in early February 2021, Brice’s first decision was to retain an upright riding position, something close to the original FTR and using the original handlebars. From there, a lot of changes were about to happen.
“While Black Swan was a clay shaped build, I decided to go in another direction in terms of design process with this bike. I used direct CAD design based on a 3D scan of the FTR chassis. Then, all the body parts were 3D printed and reinforced with carbon fibre.”
The 3D-printed front plate houses a PiAA race light and supports the Setrab oil cooler beneath. Nestled behind the front plate sits the OEM dash from the new Indian Chief, a design more in keeping with the retro racing mood, but with all the options of a modern machine, such as phone connection and charging.
The printed module that incorporates the seat pan and taillight is also the battery holder, the battery having been moved into the rear as a nod to endurance bikes. With the saddle upholstered in a smooth brushed leather by long-time collaborator, Jeroen from Silver Machine, the tail section is complemented by an old school taillight adapted to take LEDs.
To accommodate the DNA performance air filters, the intake was redesigned and 3D printed, while two aluminium fuel cells were fabricated to fit the new bodywork, one under the tank cover and the other hung under the seat unit. Connected by AN10 connectors, the capacity matches the 14 litres of the original bike.
The chassis plates were redesigned for a more race-like look and machined from Brice’s CAD designs by Vinco Racing in Holland. Vinco Racing undertook all the machining on the project including the swingarm components, braking brackets, yokes, fuel cell components, the front brackets for oil cooler and more.
“Vinco Racing spent a lot of time on the machining which saved me a lot of time to focus on other areas.”
The fork yokes are replicas of Bol d’Or 750cc yokes adapted to the 43mm Öhlins forks. And at the rear the tail section was modified to use twin piggyback Öhlins shocks mated to a bespoke swingarm built from 7020 aluminium Tubes. The swingarm design was inspired by the same era and is 40mm longer compared to the original with a 3D printed chain slider protecting the tubing.
“The wheel set is a total eye catcher. I collaborated with Fabio from JoNich Wheels in Italy, the design is based on his Rush wheels, machined from billet aluminium, but without the carbon flanges. The design makes me think about the turbo fans wheels used on the racing Lancia. So that was a perfect choice for me. They are completed by a Dunlop GP tyre set with this mad 200 rear tyre.”
Clearance for the braking system was a concern with these wheels, so Brice called on another long-time collaborator, Etienne at Beringer Brakes.
“I called Etienne to get their 4D braking system, the same system I used on Appaloosa. Etienne is always motivated for technical challenges. So, we played with different colours on the components to work with the AMA mood. And then, because I removed the ABS module, I had to find another way to get the speed signal on the bike and the solution was a Motogadget Moto Scope Mini.”
To create the swoop of the exhaust, it was fabricated from stainless steel pie cuts and beautifully welded together, capped off by a couple of modified slip-on S&S Cycle Grand National mufflers.
“The amazing paint job designed by Axecent in Japan has been applied by my friend Fabian who’s near to my workshop. This build is aggressive, massive and a real pleasure to ride. I had a lot of fun testing this ride.”
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