Fjr1300
FJR1300
Yamaha’s sport touring missile finally lands in America
MARK HOYER
WHEN I FIRST GOT BACK FROM THE ALPS LAST year after riding Yamaha’s then-forEurope-only FJR1300 sport-tourer, people around the office wondered if I was stoned, insane, severely jet-lagged or perhaps suffering from a combination of all three. Situation normal, really, but it was the way I was mouthing off about the big, fast and comfortable FJR that really raised questions.
Well, after having spent two weeks and 2300 miles in our U.S. exclusive first ride (Trial by Alps, November, 2001) it was hard not to be impressed with Yamaha's new bag-laden tour missile: It ate the Alps without a hiccup, the German highwayshave been officially renamed Motobahn in the bike's honor and the hills y~1 forever be alive with the sound of sonic booms.
And now it’s landed here in the U.S., ready to ripple asphalt, eat miles and accelerate like no luggage-equipped bike before it ever has.
Despite being conceived and designed specifically for the European market, the FJR1300 apparently translated easily to Amurican, as about all that got changed was the fuel-injection mapping, paint color and tank badges (from “Yamaha” decals to the familiar tuning-fork emblem).
Which is just fine. Because after a couple weeks of domestic roosting, we discovered the power party is still on.
The festivities started when Yamaha invited a small group of U.S. journalists to its headquarters in Southern California for a not-so-formal tech briefing, followed by a short ride, after which we were set loose on the road.
It was clear right after I turned the ignition key and thumbed the starter button that one of our biggest complaints about the Euro model had been addressed: less-than-ideal fuel mapping. Over There, the bike was really sloppy on the bottom (it even stalled a few times in traffic), and the transition from off-throttle to on at all engine speeds was abrupt, upsetting the bike (and rider) in corners. That doesn't happen now-the auto choke EFI system is very nicely dialed-in, and the engine responds crisply across the rev range. It's not quite up to the creamy refinement level of the `02 YZF-R1's new-gen eration CV system, but Yamaha has done well with this earlier-version EFI.
CYCLE WORLD TEST
While it's nice to have good engine response at small throttle openings, the real fun on the FiR is at large ones. Just check out the dyno numbers: 121 horsepower and 88 foot-pounds of torque. Impressive peak numbers for a sport-tourer (or any kind of bike), but even better is the shape of those curves, particularly on the torque side of the chart. There's no less than 70 ft.-lbs. available at 3000 rpm, and it doesn't dip again below that figure until 8750 rpm, just 250 revs from redline. The 1298cc inline-Four offers great performance in terms of thrill factor, because all you do is roll `er on and go. It's a deep-running kind of urge that will shrug off the passenger and luggage loads this machine is likely to encounter.
You'd expect a shaft-drive motorcycle with this much
power to show some serious shaft-effect, sproinging up and down when on the throttle hard or off the throttle (using the substantial engine braking provided by the FJR's big mill). There is some of this effect in the bottom two gears at throttle extremes, but in normal use there is virtually no up-and-downing. This was accomplished with out the linkages such as those employed by fellow shafties Moto Guzzi and BMW. Instead, it was Yamaha's choice of low swingarm-pivot location that minimizes the usual trouble-elegant and simple, not to mention lighter and visually cleaner than the 1inka~e hocus-Docus.
This is just part of an excellent chassis package. Aluminum is used for the frame, subframe and swingarm, and the solid-mounted engine is employed as a stressed member. The result is a very solid feel, and the balance between ride comfort and handling is excellent (rake and trail are a fairly relaxed 26 degrees/4.3 inches). The 48mm traditional fork is ftilly adjustable, and quite the stout piece. At the rear, the single shock is also well-damped. Of note is the easy shock-spring rate adjustment. The flip of a lever changes the springing from "Soft" to "Hard," the latter suit-
able for two-upwith-cargo loads (rebound-damping adjustment is also provided). On the one hand, this sim plicity is a benefit, but the tuner-types on staff wished for something that offered a range, rather than just two settings. At least the two settings are good, so it's not much of an issue. We also tried the Hard position for solo jaunts, and while it did diminish ride quality, the back of the bike was held up better, and cornering clearance improved slightly. Not worth the slap in the backside, though, so we settled on Soft.
This is because cornering clearance is good considering the bike's comfort level and intended role. It is possible to grind kickstand and centerstand on the left side, but the rider is given plenty of warning from the footpeg feelers. On really tight backroads, the FJR becomes somewhat cumbersome and limited by cornering clearance, but in higher-speed turns it is remarkable how light the steering feels, and, in fact, how light the whole bike feels. It's possi ble to drag footpegs in 90-mph sweepers, but 90 isn't a bad clip and the bike is dead-stable. In the parking lot, the steering again feels heavy, a characteristic likely due in part to our testbike's Metzeler MEZ4s, which have exhibited this trait in the past (bikes will also be delivered with Bridgestone BTO2Os).
So the cornering drill goes like this: Brake firmly, sacri fice a few mph at the apex, then blast off with the major thrust. So what if you grind a footpeg every now and then? The benefits of extra legroom will make that long day in the saddle motoring across an endless, bendless Kansas plain a
much more pleasant affair.
We didn't do Kansas (deadlines get in the way of soooo much), but we did spend plenty of time on the open high way-easy to do with 6.6 gallons of gas on board. Ergonomics are excellent, with the upright riding position, comfy seat and adjustable brake and clutch levers making The Long Ride a comfortable one. I threw my girlfriend Carole on the back briefly, and her 5-foot-2-inch frame was well accommodated. She said she felt "secure" and well-supported.
The bags, meanwhile, are excellent. Capacity is impres sive (swallowed my XL helmet with ease), but they don't look big on the bike. They're also easy to attach, the locking system makes sense, and four latches around the top half of the clamshell ensure positive closing. Further, the spring loaded tethers that hold the open half of the bag horizontal for on-bike loading (and so your stuff doesn't fall out on the ground) can be unhooked to lay the luggage flat when you get to your hotel room. The bike is also tidy without cases; the two holes in the tailsection for the upper hooks can be covered by four snap-in, color-matched panels.
Not so praiseworthy is the adjustable windscreen. This was an area of complaint the first time around in Europe, and helmet buffeting and wind noise is still a problem. In the low position, helmet-level airflow is reasonably smooth, but there is a lot of wind noise. Run the screen up with the bar-mounted switch and your head starts to get knocked around, with the noise never going away. No one-short or tall-could find a sweet spot of smooth, quiet air. Perhaps the larger accessory screen will help. Until then, wear your earplugs.
The windscreen problem is a shame, because the FJR excels at high-speed cruising. In fact, there were times rid ers felt as though they wanted another gear beyond fifth, but a quick peek at the tidy instrument package (dual tripmeters, plus fuel trip that zeros when you hit reserve) revealed a 100-plus-mph cruise! Five gears are plenty, especially when you consider our bagless FJR ripped off a remarkable 149mph top speed. Equally remarkable were the acceleration numbers: The quarter-mile flashed past in just 10.95 sec onds at 123.29 mph. Impressive indeed, and much quicker than the last Honda ST1 100 (12.21 @ 108) and Triumph Trophy 1200 (11.64 @ 114) we tested. Sure, the FJR is easy
to launch with its long 60-inch wheel base and excellent hydraulic clutch, but it's also just plain fast, with a powerplant that's as smooth as anything corn busting down the road-at any speed. While the FJR isn't quite in Land Speed Bike territory, it's not too far off, for example, the Honda CBR1 100XX's 10.35 in the quarter.
The non-ABS Yamaha FJR enters a class where anti-lock brakes are not an uncommon option-or standard equipment in some cases. Honda's linkedJABS brakes are quite good, while BMW's ABS-even with the latest oversensitive "nut crusher" linked system-also provides a measure of safety simply not found on a non-anti-lock bike. But there's something to be said for good brakes that are just good brakes. That's what the big Yammie's Ri-sourced four piston fronts are, and the large, 282mm rear is also a stand out. There was a complaint from one tester about a slight lack of feel at the front, but others found no fault, just sure,
fade-free stopping. Whoa-power is certainly aided by the fact that the FJR weighs a fairly lithe (well, for a sporttourer) 569 pounds dry. This is more than 100 pounds lighter than the last ST1 100 ABS we tested. The forth coming ST 1300 is an unknown quantity in every regard, although the ABS version's claimed 624-pound dry weight is just over 100 pounds more than the Yamaha's claimed weight, comparing apples to apples. CW's certified scales (not to mention dyno and radar gun) will learn the truth when the new Honda arrives for testing in the near future.
The Yamaha, however, is with us now. You'll be able to get yours-bags included-for the remarkable price of $11,499 when a limited number arrive at dealerships in August, with full availability due in fall.
The FJR1300 has struck a chord with readers-and with us. It combines a level of engine performance, comfort and refinement like no sport-tourer before it, not to mention being a certified bargain. Get your money in now, or that big silver blur that just passed you will be some other rider on his way to wherever he wants to go. At very high speed.
EDITORS' NOTES
JUNIOR AND DAVE OVER AT A LOCAL Mercedes repair shop are sportbike nuts. They tweak all day on cranky old (and new) Benzes, but you'll find in the shop boss-man Junior's new Honda CBR600F4i and older F2, plus Dave's battered red-and-white RZ3 50 and crash-'em smash-'em YSR5O that's definitely seen better days.
Knowing their predisposition to
things two-wheeled, I pulled up one day riding our FJR 1300 tester on a parts run for my old 45OSEL beater, looking for opinions. Torque wrenches stopped torqueing and dripping coolant was left to chill.
"Damn!" they said, practically in unison. Both were stoked on the FJR's crisp styling and big power, and liked the idea that their significant others could come along on a ride and wouldn't hate them afterward.
Auctect Dave, it~s good because it doesn't Tookilke an o1d-guy~s bike-it's sporty, you know? And it's cool because you can carry a big load." Okay, so maybe she'll still hate him after the ride, but at least she'll be comfortable! -Mark Hover, Feature Editor
I LOVE SPORT-TOUR[[NG. SHORT OF ROOST ing around a racetrack-asphalt or dirt, it doesn't matter-it's my favorite motorcycling activity. If there's one thing better than riding a sportbike, it's going someplace on one-particularly when you can share the experience with a companion.
That being the case, 1 tend to rate sport-tourers from the fully loaded end
of the spectrum. And while there are plenty of sporthikes with-saddlebags that will show the FJRI 300 their heels on a twisty road, they aren't as likely to do so with 150-200 pounds worth of passenger and luggage. As Scotty from the Enterprise would say, `~They don't have the power."
L~ll~t~.l VV Jt4I'.2 )U~J , I II%_J 3~JLI I IJ(~V tIJ~ But while the FiR's motor steals the spotlight, there's one other feature that's at least as significant: its rear shock. Instead of having a simple spring-preload collar, the Soqi (Yamaha's in-house brand) damper is equipped with two different-rate springs and a mechanism that lets you lock out the softer spring for two-up riding. The result is a com pliant-yet-composed ride, solo or two-up, with or without luggage. Bravo! -Brian Catterson, Executive Editor
Now, THAT'S WHAT I CALL A SPORTtourer! Embarrass Gixxers and Whyziffs on your favorite Sundaymorning road, then from the saddlebags offer up bottled water, finger sandwich es and the coup cle grace, moist tow elettes, at the top of the hill. Talk about hauling ass! 1-low can something this big handle so lightly at speed? Don't know and don't care. What I do know is
that suddenly, BMWs feel a little pokey and a lot expensive, and Honda's upcoming ST 1300 may have lost a few sales. Okay, should a state-of-the-art sport-tourer have anti-lock brakes? Probably. ABS has eased my passage (if not saved my hide) more than a few times in the Alps and other low traction locales. Maybe next year, Yamaha-though feel free to dispense with linked hinders. In the meantime, I have no trouble recommending the Silver Steamroller. As someone said, Good thing this wasn't here in time for our World's Best Streethike tour. . ." -David Edwards, Editor-in-Chief
YAMAHA , FJR1300
$11,499
