The flattrack-inspired 2021 Indian FTR has been one of the brand’s biggest hits – and misses – since it hit UK streets in 2019. With great styling, three different trim levels, an enlarged, 121bhp version of the cruiser Scout’s V-twin, quality parts and engaging, entertaining handling, it was something of an 'American Monster'.
Related: 2019-2020 Indian FTR1200 review
There were issues with that original bike, though. Indian’s decision to go with flattrack-sized wheels with an 18-inch rear and 19-inch front, matched to flattrack semi-knobbly Dunlop tyres, made the FTR a bit disconcerting to ride. Not only was it wobbly on occasions, the sheer grunt of the twin easily overwhelmed the grip levels offered by the (it has to be said) fashion-led rather than performance-focused tyres.
For 2021 Indian have had a look at their FTR model range and decided to arm them with more common 17-inch wheels front and rear and lovely sticky Metzeler Sportec tyres (or tires if you are American). Was it a wise decision?
Yes it was as the FTR S (no longer called the FTR1200) can now be viewed as a serious naked bike that can go head-to-head with the likes of the BMW R nine T or Ducati Monster 1200. There are four FTR models for 2021 – the stock bike (£12,295) the more off-road styled Rally which retains the 18/19 wheel sizes (£12,995), sporty S (£13,695) and range-topping R Carbon (£15,595).
Armed with angle-responsive ABS and traction control, three power modes and even twin-stacked Akrapovic exhausts as standard, this higher spec FTR S version is ready to rock.
It’s still not perfect though: the tank filler is awkward and at 13 litres it’s too small. But what now lifts it another notch is its extra grip, particularly at the rear, added tyre options, more real-world riding position and refinement, although I suspect I’d be just as happy with the standard FTR, at £1400 less...
The main criticism of the original FTR was its 19/18in wheel combo, clad in skinny, flattrack-style Dunlop tyres. Handling wasn’t bad but the tyres restricted how far it could be explored. Now that’s all changed.
New 17in alloys wear fat Metzeler Sportec tyres (with the rear now a 180-section instead of the previous 150), steering geometry and suspension have been adjusted and the result is sports-naked handling as good as any. The 19/18 combo, meanwhile, lives on in the Rally variant.
Those smaller wheels still give sharp enough steering thanks to half a degree sharper steering geometry and reduced trail, yet the riding experience is less 'flappy' and exposed due to 40mm narrower handlebars.
The smaller wheels along with revised suspension settings also make for a lower, more manageable seat height (780mm from 840mm). The sum total is a riding position that’s more comfortable along with handling that’s entertaining yet more composed in fast turns.
You can now aim the FTR into a bend with confidence and know what the tyres are doing. It’s still not full-on sporty, mainly as at 233kg dry it remains quite a big and heavy bike, but it is leagues ahead of the older machine. The brakes, which are unaltered, are as sharp as you would expect from a twin Brembo set-up and the cornering ABS and TC are both excellent.
Is the S with its uprated suspension noticeably better handling than the stock bike? It’s hard to say without riding them back to back but the £1400 price saving might well tempt a few riders to compromise, although they will also miss out on those cool Akra exhaust cans.
