2020 · Naked Bike · A variant of the FTR
Differences between the standard FTR and the Carbon
Flat-Track Fury, Street Legal
Forget what you think an Indian is. The FTR Carbon is a flat-track-flavored naked built around a liquid-cooled 1203 cc 60° V-twin with 123 hp and 89 lb-ft, hung in a steel trellis frame and rolling on a 19-inch front and an 18-inch rear. That tire pairing sounds odd on paper and works on the road. The Carbon trim dresses it in genuine carbon-fiber bodywork and builds on the standard bike with ride modes, traction control, adjustable front suspension, a TFT display and smartphone connectivity. Nothing else in the naked class commits this hard to a flat-track personality. It's a genuine outlier.
On the road it's a demanding bike, and that's the appeal. The motor pulls hard from low down, then hits with a sustained kick up top, and two of the three maps make no effort to soften it: only Rain is mellow. It tracks straight until you tell it otherwise, so it suits experienced riders who want involvement over ease. Go into ownership with open eyes too: there are recalls for a coolant junction leak (NHTSA 22V636) and for an ABS software error that can light the brake lamp on its own (NHTSA 24V-069). Check that both are done. Then enjoy it!
Spec sheets don't ride bikes, but they set the baseline.
| Power | 123 hp (92 kW) |
|---|---|
| Torque | 89 lb-ft (120 Nm) |
| Displacement | 1203 cc |
| Engine | 60° V-twin |
| Cooling | Liquid-cooled |
| Gearbox | 6-speed |
| Final drive | Chain |
| Front tire | 120/70-19 |
| Rear tire | 150/80-18 |
| Wet weight | 518 lb (235 kg) |
| Fuel capacity | 3.4 gal (12.9 L) |
Equipment check
Chassis
Connectivity
Lighting
Safety
Thumb the starter and the V-twin settles into a deep, hard-edged beat that gets angrier as the revs climb. It sounds like an Indian, just in a much worse mood. Cold, it needs patience: it can stall shortly after starting and take a moment to idle cleanly, and the gearbox asks for a firm, deliberate foot going into second and sixth. You sit more relaxed than the aggressive stance suggests, with the wind doing its usual naked-bike job of making legal speeds feel fast. Hold a steady speed and the throttle can surge a little, so the standard cruise control is welcome on the boring stretches. The USB port in the cockpit keeps your phone alive, and with 3.4 gal (12.9 L) in the tank you'll plan your fuel stops. Every shift goes through the clutch lever. It keeps you busy.
The FTR Carbon (MY2019-Carbon) builds on the standard FTR: the upgraded hardware, the key spec changes and where its character shifts. The full ride, specs, scoring and verdict are all right here on this page.
Equipment the Carbon adds vs the standard FTR
| Spec | Standard FTR | Carbon | Δ |
|---|---|---|---|
| Torque | 85 lb-ft | 89 lb-ft | +4 lb-ft |
| Wet weight | 507 lb | 518 lb | +11 lb |
My own 0–100 score for this bike against the class, area by area — the marker on each bar is the class average.
Indian put its flat-track racing experience into this chassis, and I could tell: it's stable when the pace is high and still game for tight corners. What it won't do is fall into a turn for you. I had to steer it with intent at every change of direction, and if you come from a neutral-handling bike you'll need to recalibrate. In really slow, tight hairpins it lost some of its composure under me. Once I knew to expect that, I could manage it. Tough school!
I felt this motor's eagerness before I could put it into words. Crack the throttle and it responds exactly as hard as you asked, then keeps climbing through the revs into a rush at the top that had my full concentration every single time. That's the charisma I want from a naked bike engine, but it comes without a soft side. I rode all three maps, and two of them are flat-out aggressive with no pretense of manners. Rain is the single setting that takes the edge off. What told me the most was the traction control: on slick or dirty pavement it was working constantly. It does the job, and the amount of work it has to do shows you how fierce this engine gets once grip runs out. Respect it!
Nothing in Indian's catalog prepared me for this bike. There's no predecessor to measure it against, and that's exactly why it exists. The machines people name as alternatives are all more forgiving and less committed, and I mean that as a description, not an insult. The FTR asks you to adapt to it first. Once I had, I didn't want to go back.
Day to day, the electronics package is well sorted and simply does what it should. The USB socket in the cockpit is a small touch that turned out to be really useful. There's no quickshifter fitted, and with a spec sheet this thorough I expected one. That's my single complaint here.
I've spent years listening to FTR riders: in the paddock, at club nights, in owner chats, and in the emails and messages that land in my inbox. For this bike the picture is remarkably consistent. Riders rave about the engine, the looks and the way the bike eggs them on, and they grumble about fueling, range and the original wheel sizes.
The engine comes up first in almost every conversation. Riders describe strong torque across a broad powerband and call it one of the most characterful motors in the class, exciting and still usable. Right behind that comes the hooligan side: owners say the FTR encourages wheelies and aggressive riding, mixing American muscle with sharp cornering. They also report precise, confidence-inspiring handling, well-sorted suspension and an upright position that's more comfortable than the looks suggest. The styling gets its own praise: the high exhaust and number-plate-style side panel turn heads wherever the bike is parked. Some owners add that the Brembo brakes deliver strong stopping power with good feel. Pure entertainment!
The recurring complaint is the factory fueling. Riders call the original mapping lean and abrupt, and they notice it most in low-speed maneuvers. Owners say a factory calibration update takes care of part of it, and plenty of them go on to an aftermarket tune to smooth things out. Some also report notchy shifting in the lower gears, though that isn't universal. Not every bike does it.
Range is the other regular gripe. Owners talk about a thirsty engine and a real-world range of around 93 to 106 miles (150 to 170 km), which limits touring. Some riders criticize the original wheel sizes too: tire choice is narrow, the Dunlop DT3-R tires get called fashion over function, and they report less cornering confidence than with the 17-inch setup on later models. A few mention that the bike feels substantial and takes effort in tight corners, even if the low center of gravity masks some of the mass. You'll hear that one less often.
Coolant junction leak
Hot coolant may leak from the coolant junction, potentially spraying onto the rider or rear tire, creating injury and crash hazards. Affected models recalled (NHTSA 22V636).
ABS software error
The ABS module may incorrectly illuminate the brake lights during certain riding conditions, confusing following drivers and increasing crash risk. Recall I-24-03 / NHTSA 24V-069.
Cold start stalling and rough idle
Engine frequently stalls shortly after cold start, requiring multiple restart attempts. Poor fuel mapping contributes to inconsistent idle and ride-by-wire snatchiness. An OEM calibration update is available.
Difficult 1-2 and 5-6 upshifts
Some owners report difficult engagement on 1-2 and 5-6 upshifts, especially when cold, requiring deliberate shift action.
Throttle surging on constant speed
When trying to maintain a constant speed, the throttle can surge, causing an uneven ride due to poor fuel mapping.
Notchy gear engagement, especially 1-2 and 5-6 upshifts
A number of owners have reported a clunky or stiff feel when shifting, particularly when upshifting into 2nd or 6th gear. The cause is not clearly defined and may vary between bikes; some find the transmission smooths out with mileage or use of the clutch.
Where this Indian FTR pulls ahead of — or falls behind — its rivals on the numbers, and the typical bike in its class on character.
Power
Torque
Displacement
Wet weight
Forget spec-sheet bragging. Here's who the FTR is actually built for.
If you ride for technique, the FTR gives you plenty to work on: it needs firm input at the bars and feels unsettled in very slow, tight hairpins. Rewarding once you've adapted, never easy.
Made for Tail of the Dragon · Back of the Dragon · Blue Ridge Parkway
You'll love the hard top-end kick and the stability at speed on fast canyon roads. You'll miss a quickshifter, and you have to steer it on purpose. Experienced hands only.
Made for Angeles Crest Highway · Coronado Trail / US 191 · Highway 1 / Big Sur
If this one isn't quite the fit, these are the bikes worth riding back-to-back against it.
