Workhorse Speed Shop have revealed their latest custom creation – 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, the 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.”
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 nod to endurances 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
Workshop Speed Shop Custom FTR AMA
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.
WIP on the fuel tank – Workshop Speed Shop Custom FTR AMA
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, with Brice sharing, “Vinco Racing spent a lot of time on the machining which saved me a lot of time to focus on other areas.”
The chassis was also heavily revised – Workshop Speed Shop Custom FTR AMA
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.
WIP shot of the Workshop Speed Shop Custom FTR AMA
Brice Hennebert – Workhorse Speed Shop
“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.
Brice Hennebert – Workhorse Speed Shop
“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.
Workshop Speed Shop Custom FTR AMA
Brice Hennebert – Workhorse Speed Shop
“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.”
Ducati have spun off yet another variant based on the Diavel 1260 S platform but unlike the recent Lamborghini special that is limited to only 630 units, “Black and Steel” joins the main Ducati model line-up. It is expected to arrive in Australia this August from $37,390 Ride Away.
Inspired by the concept of the Diavel “Materico”
First launched at EICMA in 2010 the Diavel has become a mainstay model for Ducati and in 2019 the low-slung cruiser-come-roadster gained the up-spec 159 horsepower Testastretta DVT 1262 engine for some extra motivation. Australia gets the recently improved Euro5 specification engine with the full 162 horsepower.
Diavel 1260 S “Black and Steel”
The chassis was also updated in 2019 along with the six-axis Bosch IMU that helps drive the myriad of safety aids that grace the platform. These systems includes Bosch Cornering ABS EVO, Ducati Traction Control EVO, Ducati Wheelie Control EVO, Ducati Power Launch EVO and Cruise Control.
Glossy grey and matt black as the main colours with sporty touches in yellow
The S version scores fully adjustable Öhlins suspension at both ends, dedicated wheels and an up-spec braking system, and it is this top-spec model that the new “Black and Steel” is based on.
Diavel “Black and Steel”
Ducati
“The livery of the Diavel 1260 S “Black and Steel” is characterised by the choice of asymmetrical and refined graphics that combine glossy grey and matt black as the main colours, to which are added sporty touches in yellow, including the frame, the lower part of the tail, the dedicated seat badge and some details of the bike.
“The Diavel 1260 S “Black and Steel” joins the S version in Thrilling Black & Dark Stealth colour with red frame and black wheels. The standard version is available in Dark Stealth colour with black frame and black wheels.”
Ever since the Indian FTR concept was released years ago, I immediately took a keen liking to it. Unfortunately, when the official bike was released it didn’t look quite as good as the concept that the initially released, but hey, that’s just how the motorcycle industry operates. Due to cost-cutting, and making sure the motorcycle meets all legal demands set by nations for what is (and is not) allowed of public roadways, something had to give.
Does that mean I wouldn’t buy one? Absolutely not. Regardless if it didn’t quite turn out like the initial concept, it is still a beautiful looking motorcycle. To take it a step further though, Indian has brought us this awesome new Ruby Smoke limited edition to add to the companies ever-growing lineup of FTR models.
There are currently four total editions of the FTR 1200, the standard version, the S, the Carbon (an S model with some Carbon bits), and the Rally. This Ruby Smoke edition will be available for both standard and S versions.
Obviously, this motorcycle isn’t quite in the same realm of performance as a Ducati Monster, but I am very impressed with how well Indian has managed to pull off their first real “street bike” looking motorcycle. I included an image below with a side-by-side of the FTR1200 and Ducati Monster FTR 1200 just for reference so our readers can appreciate how Indian managed to seamlessly transition from cruiser-style motorcycles to something more tailored to street/performance riding (flat track riding is on dirt… I get it).
Currently, there is no information on the pricing or availability of the Ruby Smoke Edition FTR 1200.
I didn’t really know what to expect with this one. It’s been nearly 20 years since I rode a ‘Murican bike. And I’m pleased to say the Indian is nothing like the ultra-wide-fat-bob-shovel thing that I thought belonged in a bin all those years ago. Polishing chrome is not my thing. Bikes are to be ridden.
Indian FTR 1200 S
I’ve been a fan of the dirt track styling and history behind the Indian ever since it resurfaced. The FTR 1200 S has genuine brand pedigree born from the 750 flat tracker it looks so much like – and it does feel authentic.
Indian Motorcycles Melbourne
Speaking of brand – the showroom in Melbourne is a nice place to spend some time. Awesome fit-out, nice exposed brick, lots of character and jam packed with stacks of top looking bikes and friendly staff. It’s not a sterile surgical showroom as others can be. I dig it. Take your favourite caffeinated beverage along and soak up some joy.
The Indian Motorcycles showroom in Melbourne
So – the Indian FTR 1200 S. ‘Get some photos before you get it dirty’ said Trev. ‘Hey whaddya take me fo.. Oh yeah, fair enough’. So I dutifully got some morning shots just a few hundred metres up the road on the edge of the National Park.
Then decided it was such a nice morning I might just trundle up a little further to see if I could find another good spot for some more shots. Next minute I’m ripping skids down local tracks getting my King Kenny on. Its that kinda bike.
As far as doing what it says on the box, this is a fun time waiting to be had. Its nice and low, has big, wide Pro Taper bars and plenty of steering lock to keep things pointing where you want them. And yes I had to wash it again straight away when I got home… and I was still smiling.
The FTR 1200 S features wide Pro Taper bars
The dirt track style translates well when you’re back on sealed roads too. I’ve decided it has a bit of a Jeckyl & Hyde personality actually. Happy as a pig in it to lope along, completely unfussed, enjoying the scenery, but at the twist of the mitt there’s a whole world of shove and its party time.
When you want it to, that cruisey little porker is ready to bolt. The little piggy reference seems apt actually. I remember being told once that pigs are the fastest accelerating animal in terms of standstill to flat-out in two strides (I have no idea if that’s true by-the-way but it seems plausible – anyone?) and the FTR will go from cruisey to full noise in a heartbeat. Or two crank revolutions. Whichever is quicker.
You never really forget the fact that you’re sitting on two dirty big slugs and a giant crank. It’s the heart and soul of the bike in every way. From 3500rpm there’s major, instant mumbo. Grunt peaks at 6000rpm with a healthy 120Nm, and holds nicely right up until the redline arrives at 8000rpm. There’s no drop off at higher revs either – a really nice power curve. A touch over 120-odd horsepower. That’ll do.
1203cc V-twin, 120 horsepower at 8250rpm and 85 foot-pounds of torque at 6000rpm
That heavy crank makes it practically un-stallable on the go. It was actually idling itself up fairly steep hills in first gear as I was mucking about exploring the local National Park trails on it. Traction control works nicely in the dirt too for something with so much roosting ability on tap.
The clutch is nice and light – almost ridiculously so. And the box is a joy to use. Relatively short throw, buttery smooth – but firm shifts. It can get a bit caught up in itself on deceleration, and the transition back onto the throttle could use a bit of tweaking, but it’s nothing dramatic. It’s just a big grunty twin and needs to be ridden as such.
Indian FTR 1200 S
It comes with four ride modes: Rain, Standard, Sport and Track (only track lets you turn TC and ABS off). These modes are selected via the dash – either through a multi-control button on the left stalk or via the screen itself – as its a touch screen. Yep, touch screen dashes are a thing. I’ll come back to the dash in a sec.
I found the standard mode to be spot on for everyday riding and commuting. Fuelling is nice, it suits the cruisy nature of the Jeckyl side of its personality, I didn’t actually rate the sport mode all that much, fuelling felt a little more nervous with not enough gain for me – it felt a little too prone to surging.
Could be that the FTR 1200 S I was riding was apparently still running a US fuel map, but it didn’t gel with me. Track mode on the other hand was ace. It didn’t seem prone to surging at all, and with the electronic fun stoppers turned off you were able to let the inner hooligan Hyde come out and play.
The front comes up at a whim, worth noting that the big crank requires a bit of practice to find the right amount of input for someone like me who doesn’t use the rear brake when lofting it up – and it will seriously drift for days on the dirt.
Many long, lurid, silly grin-inducing slides were laid down. With so much torque, you can be almost walking along in say… third gear, wind the throttle open and the lock on, weaving from one side of the track to the other for a couple of hundred metres at a time… All in the name of research. It’s a tough gig.
Like hell it is.
That dash I mentioned – has two displays that you can choose from that you can change at the swipe of your finger. I found the overall dash design and controls a little wanting but that’s the sort of stuff I do in my other life when I’m not writing about bikes, so I’m particularly anal there.
A touch screen TFT display is featured with different display options
If you use the buttons to change modes (as opposed to the touch screen) it takes more than half a dozen interactions to change from standard to track and turn the traction control off. On the go, thats too many things to do and takes your attention away from the road for too long. Stick a button up on the right stalk to cycle through modes please. Given that you have to close the throttle to activate the new mode anyway… You know it makes sense.
The dash also includes a compass… because… Actually I dunno. And like too many manufacturers the distance to empty meter changes from a useful number, to ‘LOW’. Which helps no one in the real world. So there’s some work to do there, but nothing that’s particularly concerning.
It does take a while to cycle through to being ‘ready’ on first start, but I was told to let it warm up to 60 degrees before getting moving anyway due to the US fuelling map. Good thing too. That map didn’t like the cold much and would stall a handful of times until it was up to temp. I did have some particularly cold nights that week (got down to three-degrees twice), and there were no such issues once up to temp.
The ‘tank’ is actually the airbox, with fuel carried lower, but only offering a relatively small 12.9L capacity and being difficult to fill at speed
Other FTR 1200 S niggles? It doesn’t have a lot of range. I was having to fill up at about 200 kays. Which meant twice for me on some days commuting. And the fueling up process got old pretty quickly. The fuel tank actually sits under the seat (that’s actually the airbox sitting under what looks like a tank), and so the filler tube angles back and curls under the seat.
The result of that is that there’s not a lot of return breathing for the fuel as it goes in. So it’s a slow process as it gets towards the top. I struggled to know for sure where the ‘top’ was.. As the sticker said not to fill it up into the neck.. You’d fill it up, it’d bubble back down. Fill it up some more.. Rinse and repeat.
I found myself putting about 12 litres in after those 200 kays, but was never too sure how much was left or how full I was filling it. Takes 12.9 litres to fill apparently, so I couldn’t have been far away from empty… No doubt if you owned it, you’d figure that stuff out with a bit of time. But definitely worth mentioning. Put a couple of return breather hoses in there please folks. And another litre or two fuel capacity would be nice.
The seat on the FTR 1200 S is also deceptive… but firm and comfortable
Even though the bars are wide, there’s still plenty of weight to the steering – it’s surprisingly meaty, and plenty accurate too. The seating position is upright, and the seat is firm but comfortable. That seat isn’t actually the shape it looks like either… that’s a cunning ruse.
The curve behind where the rider sits is more pronounced than the seat covering suggests – as the cover actually hovers above the ‘real’ seat cushioning by an inch or so. So it forms a much firmer more upright ‘back’. It’s still comfortable mind you – and certainly helps stop you sliding about when you crack the gas. I wonder how that covering will wear, being stretched like that? Time will tell. There’s no doubt it’s a nice shape.
That low overall seating position on the FTR 1200 S also necessitates a modest travel suspension setup – 150 mm at both ends. While it’s no long travel setup – it’s fine for tarmac or smooth dirt roads, I didnt need to even touch the clickers on this one.
Suspension travel is a modest 150mm on each end
Just don’t expect it to cope with gnarly potholes or corrugations at speed all that well… Having said that, I rode it up some access tracks in the bush while exploring, that I had no real right to be riding up. Got to the point where it was seriously dirtbike only stuff, so I turned around and found my way back. Another excuse to do more skids!
The FTR 1200 S brakes are fine. I’d probably have preferred a little more power from the front, but for something that’s designed to play in the dirt a little it’s probably about right. I found that the lever came in quite a way after a few days mucking about on it. I reckon that’s just a new bike needing a bleed after its first few rides though. Again, nothing major, but worth mentioning.
An LED headlight is found on the FTR 1200 S
Elsewhere on the bike there are plenty of nice design details, paint and fit and finish is excellent. The more you look the more there is to like. Little touches here and there have been well considered and executed. Even the footpegs look cool. I like its quirkiness.
Plenty of branding in place. In the headlight and taillight, and both sides of the engine. And there’s no doubt that from just forward of side profile it cuts a fine pose.
The FTR 1200 S cuts a fine figure
One of my neighbours has recently picked up a Kato dirt bike. He occasionally wheelies past my front door and I give him a wave and a smile, I kindly return the gesture by ripping skids at his letterbox. After a week on the FTR it looks like Mr Squiggle has been delivering his mail…
I like the FTR 1200 S. I like the styling of the other Indians too while I’m at it. Yes there are things I’d want to change, but the guts of this bike have a real appeal – the Jeckle and Hyde thing tickles my fancy.
Indian FTR 1200 S
With that said, my personal commute is pretty extreme and the miles I ride don’t really lend themselves to the range the FTR 1200 S gets. But.. I liked my week or so on this one. At 25 grand or thereabouts for the top of the range model it’s not cheap. And it won’t be everyone’s cup of tea. But for me that adds to the appeal as well.
Why I like the FTR 1200 S:
Looks tops. I love the styling and finish.
Big grunt on tap. Everywhere.
Rips skids for days.
Riding position is great.
Split personality. Happy to cruise along, yet…massively hooligan friendly.
Skids are good eh.
Trev testing the Indian FTR 1200 S Rally Replica earlier in the year
I’d like it more if:
Not a bad exhaust note, but I’d have to go the Akro’s.
Could do with a bit more range… and that tank filling process is a bit painful.
Dash takes a while to boot up… and could do with a redesign.
I’m assuming the AU fuel map fixes the propensity to stall while it’s still warming up.
Indian Motorcycles have unveiled two FTR 1200 ‘Hooligan’ race machines in the UK, at the Bike Shed London Show, with the two bikes prepared by S&S Cycle and to make their race debut in the hands of Krazy Horse teammates, Lee ‘KP’ Kirkpatrick and Leah Tokelove for the European Hooligan Championship during Wheels & Waves in June.
Indian FTR 1200 S&S Cycle Krazy Horse Racers
Grant Bester – VP & GM for Indian Motorcycle EMEA
“The standard FTR 1200 is an awesome looking street bike with excellent handling and plenty of power,” says Grant Bester, Vice President and General Manager for Indian Motorcycle EMEA. “For racing on dirt ovals, the work by S&S Cycle turns the stock street bike into an awesome Hooligan race package and I can’t wait to see them hit the track at Wheels & Waves.”
Indian FTR 1200 S&S Cycle Krazy Horse Racers
S&S Cycle has played an integral part in the development and success of the FTR750 race program and applied that level of race development to the recently launched FTR 1200. Beyond the more visible changes such as the number plate, removal of the front brakes and the S&S 2-into-2 exhaust system, modifications have been made to the riding position, clearance, suspension and handling with special race parts designed, or selected, by S&S Cycle. Headline figures are a weight reduction of over 25kg, and a wheelbase shortened from 157cm to 148cm.
Indian FTR 1200 S&S Cycle Krazy Horse Racers
Indian FTR 1200 S&S Cycle Krazy Horse Racers
To improve clearance for the extreme lean angles of flat track racing, the oil cooler, battery, starter solenoid and voltage regulator have been moved from their stock position behind the front wheel and allow the use of -2 degree neck cups in the S&S billet triple-clamps. This sharpens the handling through a steeper rake and shorter wheelbase and the handling can be further tuned with the 8mm of movement in the adjustable offsets of the S&S triple clamps.
Indian FTR 1200 S&S Cycle Krazy Horse Racers
For race-ready suspension, the Hooligans feature fully-adjustable inverted cartridge front forks and a FOX FTR 1200 race monoshock, with remote reservoir, specifically designed for flat track racing. Matched to the rear shock is a new, shorter S&S swingarm for better handling and feel. With the new swingarm 25mm shorter, the rear wheel could touch the standard underseat fuel tank, so a smaller, aluminium fuel cell has been designed.
Indian FTR 1200 S&S Cycle Krazy Horse Racers
To attack the ovals, the rider is given a more commanding position with wider Pro Series Protaper bars which are brought closer to the rider with new risers to get the elbows up. New frame spars re-position the footpegs for better clearance and the new sub-frame, housing a smaller and lighter Lithium Ion battery, features a carbon fibre race seat tail unit.
Indian FTR 1200 S&S Cycle Krazy Horse Racers
Completing the race package are 19” Roland Sands Design wheels wearing Dunlop DT3 flat track race tyres and a 520 race chain running on the standard front sprocket and custom Vortex rear sprocket.
Lee ‘KP’ Kirkpatrick
“I’ve been looking forward to riding an FTR 1200 ever since I first laid eyes on one. So, when Indian Motorcycle asked if I’d be up for racing an S&S prepared FTR 1200 hooligan bike in Europe you can probably guess what my answer was. It’s insane; not just how good it looks, the engineering work that’s gone into them and to be given the chance to race one, it’s such an honour. I’m looking forward to getting some testing time on the bike, working with Indian and S&S Cycle on the development.”
Leah Tokelove
“Imagine my elation when I got asked if I would like to race one,” she says. “That feeling was next level. After seeing the bike for the first time in its Hooligan form, I’m just blown away by the level of detail and consideration that has gone into transforming this street bike into a racing bike. All of the parts used are of the highest quality and everything has been considered; the craftsmanship is unreal. S&S have done a fantastic job of developing the Hooligan racer from the original FTR 1200, their involvement has enabled Indian to project their Hooligan team to a whole new level, so thanks to S&S Cycle for their support. I am one very happy Hooligan with Pigtails – Let’s go racing!”
Indian Motorcycle Australia has acquired several pre-production Indian FTR 1200 models for a roadshow of eastern Australia ahead of their arrival in July.
The flat-track-inspired bike is in Melbourne until March 23, then Canberra Motorcycle Centre (March 25-26), Steel City Motorcycles, Wollongong (March 27-28), Sydney (March 29-April 1), Brisbane (April 10-14 and Brisan Motorcycles, Newcastle (April 17-20) with more dates to come.
Spokesman Christopher Gale says customers will be the first to get to ride the Indian FTR 1200 with demo models available in “July sometime”.
Meanwhile, potential buyers can check out for themselves what they think of the bike.
It also topped our poll of the 2019 models you and we would most like to ride this year.
Late last year the company said their FTR 1200 website and social media announcement had more than 80 million hits.
Since October, this video has been watched more than 170,00 times.
FTR 1200 prices
The FTR 1200 will come to Australia in a basic model in black for $19,995 ride away and the FTR 1200 S in red and grey or titanium and black for $22,995.
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
There was some concern when the production model was finally unveiled that the exhaust did not match the high-side exhaust of the prototype.
However, we reckon the lower exhaust will be a lot cooler (literally) than the high pipe!
