yamaha fjr1300a

Yamaha FJR launch
mslmagazine.co.uk
Wellpolished:
YA M A H A
F J R13 0 0 A
In 2001 Yamaha reignited the sports-touring
market with the release of its FJR1300. Since
then, the model’s gone on to sell 95,000
units. MSL swung a leg over the 2013
FJR1300A to rack up the miles in Madrid.
Can the latest from the tuning fork brigade
cut the mustard against the recent raft of
big bike sport tourers? It needs to be a great
bike to pull that off...
WORDS: Bruce Wilson PHOTOGRAPHY: Yamaha
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Yamaha FJR launch
First
Ride
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Yamaha FJR launch
Is it comfortable?
Comfort is probably the FJR’s biggest strength. It’s
a sizeable bike with a real world riding position that
allows you to tackle big distances. On the model
launch, we rode the bike for a total of nine hours,
tackling everything from cobbled market places to
mountainous roads with pleasing results. I
particularly liked the amount of legroom on tap,
which put a 90º angle on my knees to reach the
pegs below. Even on most tourers, I’d find myself
dangling my legs every now and then to give them
a good stretch, but that wasn’t necessary on the
FJR. My wrists on the other hand took a bit of
adapting to the sportier angled handlebars. They’re
suitably raised, but their acuteness took me a bit of
time to adapt to. In fairness, once we were off the
motorway and the bike was being hustled through
the bends, the angle made perfect sense, while
reiterating the fact that this bike is a sports-tourer
as opposed to a straight tourer. The revised fairings
were really protective, although I’d personally liked
to have seen the screen raised a few inches
more. Even at its highest position, the wind
was pummelling my helmet and bringing
a lot of wind noise with it. As a Yamaha
representative said, screen heights are
among the most personal of things on
a motorcycle, which is why they
decided to introduce the electronically
adjustable screen on the FJR1300A.
It’s also produced a taller aftermarket
screen for the bike, which will no doubt
have done me a treat.
Both the FJR’s inlet system and its
exhaust system are new.
2.7
the number of bhp
gained from using
the Y-CCT
What’s the motor like?
If you’ve ridden the current FJR, you’ll probably
agree that the fuelling could do with a bit of
refinement? Which is exactly what Yamaha has
done on the new model. The introduction of a
whole new intake system and the brand’s Y-CCT
(Yamaha Chip Control Throttle) has allowed the
engineers to perfect the bike’s delivery, which is
commendably smooth and highly dependable, in
either of the bike’s two throttle maps – switchable
via the D-MODE system between an aggressive
delivery in ‘S’ and a softer map in ‘T’. Especially
when riding in ‘S’, the motor’s not shy of
catapulting you up to prison sentence speeds, as
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you work your way up through the bike’s seamless
five speed box. The ratios are well set, meaning it’s
easy to find a gear to suit the type of riding you’re
doing better than you can on a bike with six gears;
because of their longer durations. The shaft drive is
pretty much untouched, but that’s no bad thing
because aside from a bit of whine, you’ve no clues
to suggest it’s not a train driven bike. Even when
you try and encourage the system to snatch, it
doesn’t play ball.
Does it handle?
This bike weighs 289kg. By rights, it should be as
lardy as a pork pie through the twisties, yet it’s
not. I had some initial teething problems with the
front end rebounding aggressively, but that was
soon eradicated after a bit of fettling, leaving me to
indulge in the bike’s surprisingly good roadholding
through some immense mountain passes. I’m not
going to pretend the FJR’s anywhere near as
accurate or flickable as a supersports machine, but
it rolls from side-to-side with surprisingly little
effort and feels really planted while it’s at it. The
geometry feels neutral too, with a good balance of
weight between the front and rear wheels. Riding
round blind bends at speed, on roads you’ve never
ridden before often means you have to make some
last minute alterations to line and angle, both of
which the FJR proved up for. It also dealt well with
deep trail braking, thankfully.
Sports or touring? Which
does the FJR do best?
The nice thing about this bike is that it seems to
offer a good dollop of both. But if I had to suggest
a bias, I’d say it’s a far better tourer than it is a
sportbike. While I’ve no doubt you could
comfortably take the FJR on a world tour, it
wouldn’t be so good for setting pole around a
racetrack. Don’t get me wrong, it’s got plenty of
power and it handles well too, but it lacks the killer
edge of a sportbike. For a tourer, however, it ticks
just about every box. It’s economical, for instance,
comfortable and spacious. The recent technological
additions also encourage long durations in the
saddle, with features such as the cruise control,
which proved a doddle to operate and encouraging
to use on every given stretch of long road.
mslmagazine.co.uk
Yamaha FJR launch
900
grams lighter
electronic screen
mechanism
Is the FJR up there technologically?
The new model’s a good leap forward over its
predecessor, but compared to some of its
opposition, its tech is a little on the limited side
and awkward to use. The brunt of the bike’s
features are cruise control, ABS, traction control,
heated grips, an adjustable screen and D-MODE.
Maybe I’m just being greedy, but all of the above
are the kind of things you’ve come to expect on
bikes of this nature in recent years as a minimum.
But it’s not just about what the bike’s packing,
there’s a lot to be said about how the systems are
utilised. On face value, all of the technological
features are easy to operate, yet installed in a
cluttered kind of fashion. The more miles you do on
the bike, the easier it is to get to grips with the
location of the features and the operations needed
to access them. Take the heated grips and screen
for example. If you want to access either of them,
you need to toggle through using a mode button,
before stabbing away at a second button to make
any changes. Compared to BMW’s i-ride system,
the process feels time consuming at best.
Is it good value for money?
It’s a little hard to judge right now, because no
accurate price for the model has yet been
released. But gauging it against the anticipated
price of £13,500, I’d say you’re getting a fair
amount of bike for your money. You could argue
that you’re paying a premium price for a machine
essentially built and designed in 2001, but the
refinements made to the FJR1300A are substantial
and the result of those tweaks are that the bike’s
now well and truly honed. Personally, I’d sooner
opt for a bike that’s well polished than an all-new
model that’s niggled by flaws. And it’s not as if the
bike looks dated or acts like an aged motorcycle.
For me, the FJR ticks the box of tourer, it’s also got
plenty of sporty intentions and I’d be happy to use
it on a daily commute. Surely that kind of versatility
suggests good value for money?
New front and side panels have significantly
altered the look of the FJR.
YAMAHA UK MARKETING MANAGER –
SIMON BELTON
When can we expect the AS version?
The FJR1300AS version will be available a
little after the FJR1300A. We think it should
be with us in the UK later spring time.
How much will the FJR1300A sell for?
Pricing has not yet been confirmed, but we
can confirm that the FJR will be competitively
priced with similar models within its sector –
MSL anticipates this price will be around the
£13.5k mark.
Which of the two versions do you expect
to sell best?
We’re pretty confident that the ‘A’ version
will outsell the ‘AS’ for the simple reason
that people like a clutch lever. Of course,
there will be those people that are
attracted to the ‘AS’ for the very reason
that it is a little different. And maybe the
electronic suspension will be another big
attraction, but there’s also the higher price
tag to consider.
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Yamaha FJR launch
Yamaha
FJR1300A
PRICE
£TBC (around £13.5k)
DIRECT-PLATED SLEEVELESS CYLINDERS
Following suit with the R1 and R6, the FJR has
been built with direct-plated cylinders; the
process which sees electroplating of the bores
directly onto the cylinders’ alloy. The benefits of
this design over conventional liners or sleeves is
better heat dissipation and durability.
D-MODE
In a bid to make the FJR more dynamic,
Yamaha has introduced a two position
D-MODE system which alters the engine’s
characteristics by changes made to the
throttle valve. This allows for a softer and
smoother delivery of power in ‘T’ and a
more focused and sporty output in ‘S’.
EXHAUST
In keeping with the alterations made to the
bike’s intake system, the exhaust is also new
with changes made to the system’s length and
internal layout, which has seen a reduction
from four catalysers to just two.
CENTRESTAND
Alterations made to the
pivot and link positions
mean that the FJR’s
centrestand is now 30%
easier to operate.
ENGINE
1298cc, 4-stroke, inline-four
cylinder, liquid-cooled
MAXIMUM POWER
144bhp @ 8000rpm
MAXIMUM TORQUE
102lb-ft @ 7000rpm
TRANSMISSION
5 speed
FINAL DRIVE
Shaft
SUSPENSION
Front: Fully adjustable 48mm
telescopic forks with
135mm of travel
Rear: Linked monoshock with
spring preload adjustment and
125mm of travel
BRAKES
Front: Dual calipers mounted
on 320mm discs
Rear: Single calliper mounted
on 282mm disc
TYRES
Front: 120/70 x 17
Rear: 180/55 x 17
SEAT HEIGHT
805/825mm
WHEELBASE
1545mm
KERB WEIGHT
289kg (wet)
FUEL CAPACITY
25litres
CONTACT
www.yamaha-motor.eu
FJR1300A
COLOURS
Midnight black
Frosted blade
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Magnetic bronze
Yamaha FJR launch
CLOCKS
A new three part, LCD-type dash
design encourages easier reading of
key information along with the
ability to customise the layout of
information to suit rider preference.
CRUISE CONTROL
The FJR’s cruise control function
has been made easier to operate
thanks to a simple pivot switch
which allows the increase or
decrease of a set speed with
1mph increments. When held,
larger adjustments can be made
quickly and easily, providing the
bike is in either third, fourth or
fifth gear. As well as a button to
set the bike’s speed, a second
switch is used to resume the
previously set speed.
TRACTION CONTROL
Yamaha has tweaked the FJR’s
switchable traction control
system, which is monitored by
numerous sensors and now
controlled by a three-way
combination of culling the bike’s
ignition, the volume of fuel
injected into the motor and
throttle opening.
HEADLIGHT AND INDICATORS
New dual headlights provide the
FJR with a more aggressive look,
while bettering the previous
version’s lighting abilities. The main
headlights are supported by six LEDs
for extra visibility, while the front
indicators have been changed to an
LED design for the same reason.
REVISED INTAKE
In a bid to optimise the bike’s
throttle performance and fuel
control, engineers have
substantially adapted the design
of the FJR’s throttle bodies to
accommodate Y-CCT technology,
ensuring a better and more
consistent degree of performance
across the motor’s rev range.
FRONT FORKS
The FJR’s forks now feature a
single-leg damping design – in
the right leg. Key internal
components of the system have
been lightened, while the spring
rate has been reworked to give a
better and more consistent
performance throughout the
135mm of travel available.
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Yamaha FJR launch
mslmagazine.co.uk
2
30
options of
D-MODE
percent easier use
of the main stand
0.5
the amount of bhp to kg
the FJR produces
CLOSEST RIVALS
BMW K1600GTL
As far as grand tourers go, the
BMW is up there with the best of
them. It features a mind-blowing,
six-cylinder motor that’s
smoother than Lionel Ritchie and
as punchy as Mike Tyson.
Technologically, none of its rivals
can compete with the model
which offers variable levels of
engine output, electronically
adjustable suspension, traction
control and BMW’s intuitive i-ride
system which toggles through a
whole host of modes and
features. However, the overly
lightweight fly-by-wire throttle
and clunky gearbox detract from
the model’s appeal.
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Triumph Trophy
This is the bike that has redefined
what to expect from a modern
sport tourer. The electronically
adjustable suspension on the SE
model is a thing of beauty and the
way the nearly 300kg disappears
on the move is a delight. As easy
to ride at walking pace as it is
blasting along the motorway, the
shaft drive system connected to
the Tiger Explorer 1200cc motor
makes mile-eating effortless.
Great fairing also keeps the rider
element-free at all speeds, it’s
especially good at keeping the
rain off. The stereo might sound
like a luxury but it’s great at both
low and high speeds also.
Honda Pan European
The Pan European’s been a hit
tourer and commuter since its
conception in the late 1980s. At
times, it’s come under stick for
supposed high-speed stability
issues, but for everyday riding, it
is a fantastic motorcycle,
powered by an economical and
torquey V4 motor, paired with an
enormous 26 litre fuel tank, which
is ideal for touring. The bike’s
bulbous fairing does a good job of
protecting you from the elements,
while the riding position is
encouraging of long journeys.
Despite its size, the Honda is
surprisingly nimble and especially
good at the slow-paced stuff.
Moto Guzzi Norge
Of the other options, the Norge is
the wildcard. Featuring Guzzi’s
trademark across the frame
V-twin motor, the bike has
character, even if it does
admittedly lack the refinement
of its competition. Its sloppy
suspension doesn’t help things
either, nor its lack of decent
ground clearance. It features a
primitive form of traction control
and an even simpler Matrix-type
dash display unit. The bike’s
Brembo brakes are decent and
the riding position is comfortable
and well protected – albeit the
standard screen is a little on the
short side.
News
mslmagazine.co.uk
Yamaha FJR8 on the way? News
According to FJR1300’s Project
leader, Shuichi Mori, the idea
has real legs.
This is not the bike, just
a mock-up of how it
might look. Good fun.
Scoop
Project leader – Shuichi Mori.
A smaller capacity FJR makes sense.We believe a smaller
version would open the doors to customers who are maybe nervous
of such a big engine, or the FJR1300’s weight.
MSL was quite surprised at how open FJR1300
Project Leader Shuichi Mori was about the chances
of a smaller FJR coming along soon.
The man tasked with revitalising the big sport
tourer for Yamaha told us how the smaller machine
made sense for the type of emerging motorcycle
market that’s on the horizon.
He also said that while the big bikes might make
big mile munching easy, it was possible that the
larger cpacity engines were off-putting to riders who
are intimidated by the physically bigger machine.
Here’s what Mori told MSL when we asked him if
there’s a smaller version of the FJR in the offing:
“This is very likely. While we have nothing to hand
just yet, a smaller capacity FJR makes sense.
“We believe a smaller version would open the
doors to customers who are maybe nervous of such
a big engine, or the FJR’s weight.
“It would quite probably be lower priced also, which
may attract new customers.”
And Mori wasn’t holding back on the motor he
wants in the baby FJR, adding: “In our minds, the
FZ8 would be the perfect bike to be adapted into a
full-on sport tourer. If you think about it, we’re
already halfway there with the Fazer8.” The current
FZ8 makes 105bhp @ 10,000rpm and kicks out 60lbft of torque @ 8000rpm so already it’s no slouch and
could easily be re-tuned for more low-down and
midrange, sport tourer-like performance.
The bike would face stiff competition from the off,
with the likes of Kawasaki’s Z800 on its way and the
Suzuki Bandits already being so popular. But neither
of them would feature the same type of fairing or
weather protection that a baby FJR would.
We’ll keep you up to date with the FJR800 if and
when it actually appears in the flesh.
Talking about the FJR1300 Mori also explained
why he’d decided to stick with the old
chassis/engine design on the new bike, adding:
“We considered changing both, but realised we had
a strong and well suited package with the original
design’s chassis and engine. We knew that both
could be improved with new technologies and
certain refinements.
“That approach made much more sense to us
than starting over fresh. We were also conscious of
the R&D costs which would come with either a new
engine or chassis. You can’t just change an engine or
chassis without having some effect on the
supporting element.”
Mori also said that a bigger capacity motor was a
consideration, but that would have meant a new,
stiffer chassis to cope with – which would have been
prohibitively expensive. He also let on that an R1
motor with the crossplane crank had been
considered: “Of course, we looked at it, but after
more thought it was concluded that it would have
been a bad move.
“The crossplane design enhances drivability and
performance, but at high revs. That went against the
aim of the project which was to encourage better
drive at low rpm figures. The FJR’s motor is also a lot
smoother than the R1’s, for example.
“With bike’s like the FJR, people expect certain
technological niceties; things like the electric screen,
cruise control function and dual-throttle map options.
“If we’d had the technology, we would have
applied it to the previous version. The big
breakthrough for us has been Y-CCT (Yamaha’s
electronics system).
“With its application has come many possibilities,
such as the fly-by-wire throttle and the associated
direct injection system which has really enhanced
the bike’s performance both in terms of driveability
and smoothness. It’s also had a good effect on
economy too.”
The 800 engine would be choice.
Yamaha
Fazer8
ENGINE
779cc, inline-four, DOHC,
liquid-cooled
MAXIMUM POWER
105bhp @ 10,000rpm
MAXIMUM TORQUE
60lb-ft @ 8000rpm
TRANSMISSION
6 speed
FINAL DRIVE
Chain
SUSPENSION
Front: 43mm upside-down
telescopic forks with 130mm of
travel
Rear: Linked monoshock with
spring preload adjustment and
130mm of travel
BRAKES
Front: Dual calipers
on 310mm disc
Rear: Single caliper
on 267mm disc
TYRES
Front: 120/70 x 17
Rear: 180/55 x 17
SEAT HEIGHT
815mm
WHEELBASE
1460mm
KERB WEIGHT
215kg (wet)
FUEL CAPACITY
17 litres
CONTACT
www.yamaha-motor.eu
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