2023 Indian FTR R Carbon Review: Even More Fun Than I'd Dreamed

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If it doesn't leave you screaming into your helmet — in a good way — you're riding it wrong.

“Catch me if you can.” Like a cocky young Frank Abagnale Jr., Indian’s quickest consumer model, the FTR, has been unwittingly taunting me for years.

Considering its inspiration, the FTR750, has bagged five consecutive American Flat Track championships, the appeal is obvious. And ever since the launch of the street-legal version in 2019, I’ve been kind of obsessed. But even as Gear Patrol has reviewed various versions and I’ve been able to check out such siblings as the Chieftain Limited, Chief Dark Horse, Scout Bobber Sixty and Sport Chief, I haven’t personally caught this ride.

Thankfully, however, it's been a real Indian summer. Not only did I track down a white whale on the opposite end of the spectrum — the highway-friendly Challenger — but, like a bearded Carl Hanratty [you know, the guy Tom Hanks played —Ed.], I finally caught up to the FTR. After years on my radar, can it live up to my expectations? Let's find out.

These days, the FTR is not one bike but a family of five: the base model, Sport, Rally, Championship Edition and, at the top of the range, the $17,249 R Carbon, which is the version I was able to test. This model stands out for the eye-popping carbon fiber bodywork, though it is mostly aesthetic. At 518 pounds (running order), the R Carbon actually weighs four pounds more than the standard FTR.

Even without real weight savings, there's plenty else here to impress. Specs-wise, what stands out are the lively 1,203cc liquid-cooled V-twin engine, 120 ponies, 120mm of Ohlins fully adjustable suspension (front and back), 4-inch touchscreen and, of course, 87 ft-lbs of torque at 6,000 rpm.

But none of those numbers mean much if they don't add up to a satisfying riding experience, and that's where this bike really shines. Sure, I have quibbles with a few of the finer details. But from the acceleration, handling and versatility to the technology, look and sound, the FTR R Carbon left me pretty dang wowed.

I should start by saying that I got a slightly skewed introduction to this bike. That's because immediately beforehand, I had been testing the aforementioned (and bulky) Indian Challenger, and ended up simply riding this bike 27 miles from Manhattan to White Plains to return one bike and pick up the other.

The joyous, visceral experience of truly riding a motorcycle came back with a vengeance. I really was screaming into my helmet about 10 minutes into the ride home.

It was a Tuesday afternoon and the traffic up the Henry Hudson Parkway out of NYC was brutal, especially on a bike that can't really split lanes. So needless to say saddling up the FTR R Carbon, which weighs 313 pounds less, was a huge change. But after giving it a minute to warm up, my first twist of the throttle can only be likened to a rookie witch trying a broomstick for the first time. Whooshhh — and we were off!

It was just such a thrill to toggle over to Sport mode, lean over the tank and feel the wind in my face as I opened it up. Even at lower speeds, just ripping a two-lane road at 50 mph, the joyous, visceral experience of truly riding a motorcycle came back with a vengeance. I really was screaming into my helmet about 10 minutes into the ride home.

In addition to that pulse-pounding torque delivering delightful bursts of speed with every turn of the wrist, this bike also feels incredibly agile. Back in the city, I had no trouble with all the changes in speed and direction needed to dart through traffic. On a later ride, I got a bit lost and made three u-turns in rapid succession. It handled them all brilliantly, giving me new appreciation for its 31-degree lean angle and tight turning radius.

Moments like these made it easy to kinda become one with the machine — and on a bike of this size, very much exposed to vehicles that weigh 10 or 11 times as much — that's never a bad thing.

Not every bike can handle different types of roads with aplomb, and here's it's interesting to contrast the Challenger and FTR. The former is an absolute highway king, while the latter is what you'd want for ... just about everything else.

Urban environments proved to be absolute joy rides on the FTR, as its combo of acceleration, balance and responsive Brembo brakes let me go wherever I wanted with hardly a glance back. It's the kind of bike where when the light turns green, you sometimes wait a couple seconds, just to ensure the next one is green by the time you get there — and then you can really fly.

I just zipped right between the two cars, ripping the throttle as I left their headlights far behind. These are weekend warrior thrills at their finest.

Still, one of my favorite tests was a ride up to Bear Mountain for a camping trip. This area — about 50 miles north of NYC — is known for some wonderfully twisting two-lane roads, and thanks to incredibly smooth and frankly forgiving shifting, I was stoked to zig and zag through them without hesitation.

I distinctly remember a moment toward the end of the Bear Mountain loop, headed back to my campsite, coming up behind two cars at a red light, when it magically turned green and I just zipped right between them — ripping the throttle as I hit the hole shot, so to speak, and leaving their headlights far behind. These are weekend warrior thrills at their finest.

It's also worth noting that while this bikes tires and suspension aren't really optimized for flat track racing, I had no problem lightly off-roading over gravel and dirt and grass to get to my campsite. Whew.

A brief and probably obvious note, but just look at this rear seat. Whether you want to carry a passenger or some baggage back there, it's gonna be dicey. I had originally planned to ratchet my gear down to the back for my camping trip, but considering the toaster-sized amount of real estate, I ended up just wearing the fully loaded pack.

Leaving the straps a bit loose I was able to rest most of the weight on that rear seat, which worked fine for an hour-long ride. But it wasn't exactly "fun" and if you're planning a more ambitious adventure (with baggage), you'll need a better solution — or a different bike.

I love what Indian has done with the gauge here, a treatment that pops up on a few of the brand's other bikes, including the Scout Bobber Sixty and Sport Chief. The gauge is very classically round and appears black when the bike if off. Turning it on, however, awakens a charming little 4-inch screen that is packed with data and options.

You can use it to keep an eye on your trip odometer and RPMs but also slide over to check out things like temperature and range. Additionally you can control your music and of course navigate via a little circular map.

Still, as I have mentioned in previous reviews, the Ride Command navigation system can't find everything, and sometimes you are better off searching for a nearby business than your actual home.

Also, I never could get my earbuds, phone and bike to all pair properly at the same time. Bike and phone, yes. Phone buds, sure. All three? Squadoosh, and then I'd have to unpair everything and start over to actually navigate (hence the aforementioned u-turns). That's a bummer.

It's kinda shallow, I know, but this bike just looks super hot, like a super-powered dirt bike. The silhouette is fiercely athletic, the carbon fiber extends even to the front fender, and the Akrapovič pipes are so gloriously serpentine, I can't stop staring at them.

When I pulled up to check in at my campsite, even the park ranger — who I came to learn rides a Sportster — was agog when I rolled up. "My next bike," she admitted, "might have to be an FTR."

Those pipes have quite a beguiling effect, too. The bike gives off a gentle rumble at first. Then as you twist and accelerate, it growls and roars with restrained menace, making it's presence felt without being obnoxious about it.

You can get as technical as you want, but the bottom line for me is always the emotional response. This bike just feels like it was built by people who really gave a damn. Yes, it can get you where you need to go. But nine times out of 10, getting there will be the most fun part.

Suggesting other options is a bit tricky with the FTR R Carbon, because there really isn't anything quite like it. However, there are definitely other bikes in the neighborhood that scratch various itches, all of which cost a bit less.

If the look is what appeals most — particularly those glorious exhaust pipes — check out the Ducati Scrambler 1100 Dark Pro ($13,895). If you dig the engine size, horsepower and torque, consider the BMW R nineT ($15,945), which puts up pretty similar numbers: 1,170cc, 109hp and 85.5 ft-lbs. at 6,000 rpm.

If you crave another American brand, with a bit more of a cruiser's soul — thanks to a bigger engine (1,250cc), lower seat (28.9 inches) and forward controls — look no further than the Harley-Davidson Sportster S ($16,399). Last but not least, if price is your biggest hangup, there are four other FTRs to choose from, starting at just $13,499.

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