Yamaha FJR1300 60,000km mileage - owner review

FJR 1300

- motorcycle model, Yamaha brand,

The Yamaha FJR 1300 sports tourer model was first introduced in 2001 as a successor to the obsolete version of the Yamaha FJ 1200. Despite the stated continuity, the FJR 1300 model has become a completely independent development and has nothing in common with the previous FJ1100/FJ1200 models. From the very beginning, the motorcycle positions itself as the flagship sport-tourer in the Yamaha line of models, intended for sales in foreign markets - in particular, Europe and North America. In addition, the Yamaha FJR 1300 was officially available in a number of other countries - for example, in Oceania and South Africa.

The Yamaha FJR1300 was based on an in-line 4-cylinder liquid-cooled injection engine with a capacity of 1298 cc. see, producing 143 hp. power and 134 Nm of torque. In 2013, the catalysts were optimized and maximum power increased to 146 hp and torque to 138 Nm. Maximum engine performance is achieved at 7000-8000 rpm. Despite the outstanding technical characteristics, the official fuel consumption is stated at 6.2 l / 100 km.

Other features of the Yamaha FJR1300 include an aluminum frame, the ability to electronically adjust the suspension (AE version since 2013), cruise control, an electrically adjustable windshield, seat height adjustment, a combined braking system with ABS, and the availability of versions with a semi-automatic transmission (electronic clutch on AS/AE versions), traction control system, 6-speed gearbox (since 2016), 25 liter fuel tank, cardan drive and 275 kg curb weight.

Main generations of Yamaha FJR 1300:

2001-2002 - first generation. Models of these years do not have ABS, are equipped with 298 mm brake discs (from YZF-R1) and do not have an immobilizer.

2003-2005 - second generation. The motorcycle receives new 320 mm front brake discs, an ABS system (standard in the European market) and an immobilizer.

2006-2012 - third generation. In addition to visual changes, the model receives ABS as standard equipment in the markets of all countries, modifications AE (North America) and AS (Europe) with a semi-automatic transmission appear, the gearbox ratio changes slightly, and a new generator with 590 watts (instead of 490) is installed.

2013-2015 - fourth generation. The model receives visual changes and a variety of electronic systems: electronic throttle, cruise control, traction control, Yamaha D-Mode-System, electronic suspension adjustment and inverted forks (on the AS/AE version - with a semi-automatic transmission).

2016+ - fifth generation. The main differences are the 6-speed gearbox, slipper clutch and LED optics. More expensive versions of AE/AS/ES get adaptive headlights.

Yamaha FJR1300: electronic options

ABS

YCC-T - Yamaha Chip Control Throttle (electronic throttle) - since 2013

YCC-S - Clutchless Shift System - FJR1300AE/AS/ES

TCS (Traction Control System) (traction control system) - since 2013

Cruise control (electronic cruise control system) - since 2013

Yamaha D-Mode-System - since 2013

Electronic adjustment suspension (electronic suspension) - AS/AE/ES from 2013

Brief history of the model

2001 - launch of the Yamaha FJR 1300 model. Factory designation - RP04. The model is available for sale in Europe. The motorcycle does not have versions with ABS, is equipped with 2 front brake discs of 298 mm each and has a dry weight of 264 kg. Model: Yamaha FJR1300 (Europe, South Africa). Model code: 5JW1.

Model: Yamaha FJR1300 (France). Model code: 5JW2.

Model: Yamaha FJR1300 (Oceania). Model code: 5JW3.

2002 - the model is officially sold on the American market (as a 2003 model, so it is not described here). Model: Yamaha FJR1300 (Europe, South Africa). Model code: 5JW4.

Model: Yamaha FJR1300 (France). Model code: 5JW5.

Model: Yamaha FJR1300 (Oceania). Model code: 5JW6.

2003 - factory designation - RP08. European versions receive an ABS system as standard, the diameter of the front brake discs increases to 320 mm, and the dry weight increases by 14 kg. In addition, turn signals become integrated with the body, the shape of the windshield changes, and an immobilizer appears. Model: Yamaha FJR1300 / FJR1300A / FJR13R (Europe, South Africa, Oceania). Model code: 5VS1, 5JWA, 5JW9 - Europe, South Africa; 5VS2, 5JWB - France; 5VS3, 5JWC - Oceania.

Model: Yamaha FJR1300R / FRJ1300RC (North America).

2004 - versions with ABS are available in the American market. Factory designation - RP11. The Yamaha FJR 1300 gets a new fuel pump and side panniers are standard equipment. Model: Yamaha FJR1300 / FJR1300A (Europe, South Africa, Oceania). Model code: 5VS6, 5VS7, 5JWG, 5JWF - Europe, South Africa; 5VS8, 5JWH - France; 5VS8, 5JWH - Oceania.

Model: Yamaha FJR1300S/SC, FJR1300AS/ASC (North America).

2005 - no significant changes. Model: Yamaha FJR1300 / FJR1300A, FJR1300AT (Europe, Oceania). Model code: 5VSG, 5VSD, 5VSC, 5JWN, 5JWM - Europe; 5VSE, 5VSH, 5JWP - France; 5VSF, 5JWR - Oceania.

Model: Yamaha FJR13AT/ATC, FJR13T/TC (North America).

2006 - factory designation - RP13. The Yamaha FJR 1300 model is being restyled - a new curved radiator, a new dashboard, and a generator are being installed. In addition, the final drive ratio is changed and changes are made to the motorcycle's aerodynamic elements (to solve the problem of heat dissipation from the rider). Adjustable vents have also been added to allow you to control airflow, directing it closer or further away from your body. The steering wheel is height adjustable, and the range of windshield adjustments increases. The ABS system (and the combined UBS braking system) became standard equipment on motorcycles in all countries. The appearance of modifications with semi-automatic transmission - Yamaha FJR1300AE (USA, Canada), Yamaha FJR1300AS (Europe). Model: Yamaha FJR1300A / FJR1300AS, FJR1300AV/AEV (Europe, Oceania). Model code: 2D21, 2D26, 3P61, 3P66 - Europe; 2D22, 3P62 - France, Belgium; 2D23, 3P63 - Oceania.

Model: Yamaha FJR13AV/AVC, FJR13ACV, FJR13AEV/AEVC (North America).

2007 - no significant changes. Model: Yamaha FJR1300A / FJR1300AS - Europe; Yamaha FJR1300AW/ASW - Oceania. Model code: 2D27, 2D2C, 3P67, 3P6C - Europe; 2D28, 3P68 - France, Belgium; 2D29, 3P69 - Oceania.

Model: Yamaha FJR13AEW/AEWC, FJR13AW/AWC (North America).

2008 - more advanced ABS is installed on motorcycles. Model: Yamaha FJR1300A / FJR1300AS / AX - Europe; Yamaha FJR1300AX/ASX - Oceania. Model code: 2D2D, 2D2J, 3P6D, 3P6J - Europe; 2D2E, 3P6E - France; 2D2F, 3P6F - Oceania.

Model: Yamaha FJR13AXB/AXCB, FJR13AEXS/AEXCS (North America).

2009 - no significant changes. Model: Yamaha FJR1300A / FJR1300AS / AY (Europe). Model code: 2D2R, 2D2V, 2D2K, 3P6K, 3P6V, 3P6R.

Model: Yamaha FJR13AEYG/AEYCG, FJR13AYB/AYCB (North America).

2010 - version with semi-automatic transmission (Yamaha FJR1300AE) is not sold in the American market. Model: Yamaha FJR1300A / FJR1300AS / AZ (Europe). Model code: 1CY4, 1CY5, 1CY6, 1DA6, 1DA5.

Model: Yamaha FJR13AZS / AZCS (North America).

2011 - version with semi-automatic transmission (Yamaha FJR1300AS) is not sold on the European market. Model: Yamaha FJR1300A / FJR1300AS / AA (Europe). Model code: 1CYE, 1DA9, 1CY9.

Model: Yamaha FJR13AAS/AACS (North America).

2012 - no significant changes. Model: Yamaha FJR1300A / FJR1300AB (Europe). Model code: 1CYH.

Model: Yamaha FJR13ABL/ABCL (North America).

2013 - factory designation - RP23. Versions of the Yamaha FJR1300AS reappear on the European market. In addition, the model gets electronic throttle, traction control system (TCS), cruise control, Yamaha D-Mode-System, faster windshield adjustment mechanism, more advanced aerodynamic elements, LED turn signals and LED lights around the headlights. The AS version received electronically adjustable suspension and an inverted fork. All Yamaha FJR1300 models receive +3 hp. by optimizing catalysts. Model: Yamaha FJR1300A / AS FJR1300AD (Europe). Model code: 1MC1, 1MC5, 1MD1.

Model: Yamaha FJR13ADG/ADCG (North America).

2014 - The American version of the FJR1300 is divided into two - the Yamaha FJR1300A and the Yamaha FJR1300ES. The FJR1300ES is identical to the European FJR1300AS - it is equipped with a semi-automatic transmission, has an electronically adjustable suspension and an inverted fork. Model: Yamaha FJR13AER/AECR, FJR13ESER/ESECR (all markets). Model code: 1MC9, 1MCA (FJR1300A); 2PD1, 2PD2 (FJR1300AE)

2015 - no significant changes. Model: Yamaha FJR13AF/AFC, FJR13ESF/ESFC (all markets). Model code: 1MCG, 1MCH (FJR1300A); 2PD9, 2PDA (FJR1300AE); 1MD4, 1MD5 (FJR1300AS) —

2016 - factory designation - RP28. The model receives a 6-speed gearbox, slipper clutch and LED optics. Top versions (AS, AE) receive adaptive headlights. Model: Yamaha FJR1300A/AE/AS/ES (all markets). Model code: B881 (FJR1300A); B961 (FJR1300AE); B951 (FJR1300AS) -

2017 - no significant changes. Model: Yamaha FJR1300A/AE/AS/ES (all markets). Model code: BK56, BK57, B88B (FJR1300A); B96A, B967, B968, B969 (FJR1300AE)

2018 - no significant changes. Model: Yamaha FJR1300A/AE/AS/ES (all markets). Model code: B88C, (FJR1300A); B96B (FJR1300AE); B954 (FJR1300AS)

2019 - no significant changes. Model: Yamaha FJR1300A/AE/AS/ES (all markets).

2020 - no significant changes. Model: Yamaha FJR1300A/AE/AS/ES (all markets).

2021 - no significant changes. Model: Yamaha FJR1300AE/ES (North America, Australia).

Greetings to all those wintering, Happy Holidays to you! I read a post about the FZ1, a review from someone who owned it. I decided to write my story about the FJR1300 in the same format.

We often look for information on the Internet when we want to buy something new for ourselves, or we just want to read other people’s impressions of a motorcycle like ours, or impressions and reviews of the operation of other motorcycles. And we are especially happy when we find a detailed review, where all the pros and cons from all sides are laid out on the shelves. Otherwise, you have to snatch bits and pieces from the forums, try to put everything together yourself, and the end result is a mess. I myself have encountered this more than once, including in the motorcycle field. I looked for sensible, high-quality reviews on Russian-language resources, read foreign magazines, and this is what I can say: there is little information in Russian. And that’s why I wanted to tell you the story of the selection, purchase, and operation of the Yamaha FJR1300 motorcycle, 2008. I'll try in order.

The path to the tourist Many, including me, came to the choice of motorcycles of this class quite consciously. I was riding an old ’95 Yamaha TRX850. And the longer I rode it, the more I understood what exactly I wanted and what was not in the motorcycle I ride. The first point: wind protection. Yes, there was a fairing, but the head was not protected from the wind in any way and the constant annoying noise on long roads was very tiring. I saved myself with earplugs, but this is not a panacea; you take off your helmet at gas stations and talk as if to yourself. Second point: passenger. My girlfriend should be awarded an Iron Bath for being able to ride on a TRX pole almost 1100 km to Naberezhnye Chelny (one way) 3 times there and back, and to Brest once. But in the 21st century, masochistic tendencies make no sense. Therefore, I wanted a human seat in the back, and freedom for me as a driver. Third point: Luggage. I hung textile bags on Tyrych, and they seemed to do a good job, but they rubbed plastic without frames. And they didn’t interfere that much.

And I decided for sure that I needed a tourist, without any deviations towards “sport” or “enduro”. The choice fell on... No, they didn’t guess. For Honda Pan-European ST1300. I started studying forums, equipment sales sites, and reading reviews. And everything went towards buying this particular motorcycle. But then a new twist awaited me.

Purchase history Night. August. 21st. My friends and I are traveling in the Kitay-Gorod metro area. On Lubyansky Proezd, the clutch cable of my TRX breaks in the left lane in the middle of the road. In short dashes we reached the side of the road, and then there were upset faces, a sleep-deprived tow truck driver, and what seemed like a very long road from the center to the region to Lyubertsy. I drove and thought why all this happened. In the morning I got up and started looking for cables in Moscow. I couldn’t find any suitable length, so I didn’t buy repair kits. After half a day of searching, I decided that this was a sign. I ordered the cable from Japan. While he was driving, he decided to buy a new motorcycle. I’m calling from an advert for the same Pan-Europe that I liked, the color is dark burgundy, the saddlebags are all original, clean, well-groomed, the handles are warm, extra light, fresh tires, we’re talking. It turned out that she did not have ABS, I was upset. The option is gone. Of all the others that were presented, either I didn’t like the color, or it was a complete collective farm, or the price was above the budget of 600 rubles. And below there is an advertisement for the sale of FJR1300.

I'm calling. We agreed to meet. On Saturday, the 22nd. I take a friend, some money, and let’s go have a look. At first, I must admit honestly, the owner did not inspire confidence in me, he was in a hurry, but then we talked normally and are still communicating, Thank you Seryoga for this motorcycle. In general, I calmly looked at the motorcycle, listened to how it worked, and touched it. Sanya's friend hit all the bases for theft/bail/fines. Special thanks to him for this! Later I checked it on Autocheck and CarFax, unfortunately there is very little information on Carfax, there is much more and more detail on Autocheck. The first record was made in 2010 at some dealer, in general, something like the first MOT 1000. And then about 8 service records, then in 2012 he left the USA and came to us. Well, then I say “I like it. I'll take it. Here's the money, let's go get registered." We are going to Pererva. Time 18-00. It's too late, all the tickets are already taken. Early Sunday morning we go to Butovo. We re-register, and that’s it. He is mine.

First impressions So, I get the keys and get dressed. I sit down. What a cruel thing. What do we have to do? It is big, heavy, and moderately tall. I plug in the first one, and... The first emotion is, I don’t understand, is there an electric motor here? I left the Moscow Ring Road, I was driving, I accelerated, it howled like a vacuum cleaner, the traction was smooth, the acceleration was strong, but I couldn’t hear the engine. Long-drawn U-i-i. Anyone who has driven or heard how cars with a drive supercharger sound, this is something close. You can watch videos on YouTube and listen. In general, I drove along the Moscow Ring Road to home in a very calm mode, 100-110, but only halfway through the journey I realized that I was looking at miles. Later I got used to it. And now, in order, I’ll probably start with the heart, which I undeservedly called a vacuum cleaner.

Engine Some numbers: 1300 volume, 135.5 Nm at 7000. Of these, 100 Nm are available at 3500 rpm, 145 hp at 8000. I already said that when I started, I got the impression that I was driving on electric power. In addition to the sound, what also added to this piggy bank was the fact that there are absolutely no sudden pick-ups, jerks, or anything else that could give away the gasoline nature. An absolutely smooth engine, with pleasant low-end traction, a very lively midrange, and a pleasant sound at idle. I turned it above 7 thousand times twice, I can say that there is a lot of power there, but there is absolutely no need for such revolutions. In terms of speed, 3500-3700 coincides with my favorite cruiser 110 km/h. So I travel far. Further 140 km/h is 4500-4800. Beginning of the engine's most optimal operating range.

An interesting point concerns fuel consumption. I always travel with three panniers. On the road from Arkhangelsk, on perfectly smooth asphalt, albeit with constant overcoming of hills and descent from them, the consumption was 4.75 liters per 100 km (62 miles). The speed was kept at exactly 100 km/h, right on the bolt on the speedometer, who fjr, will understand. A tank of 25 liters was then enough for 504 km.

But, when driving 140 km/h with a passenger, the consumption is 40mpg, which is almost 6 liters. Further more and more interesting. 180 km/h with a passenger, 19-25 mpg, that’s 9-10 liters. If there is acceleration up to 220, then it’s already 14-18 miles per gallon, or 13-15 liters. For myself, I have already said that I keep the speed at 110, a habit from Tatarstan where I often travel and where they stuck cameras like bushes on the boulevard. I keep my consumption within 44-48 mpg, 5-5.9 liters per hundred. As for traffic jams, in the city I cannot measure the consumption objectively, because there are many factors that affect this. But I can say that I fill up once every 250-280 km. At the same time, most of the time I stand with the machines and am not in a hurry. At first I filled in gasoline at 95, then switched to 98. There is no difference, just the whim of the owner. Of course, you can come up with something that works softer, quieter and eats less. I won’t, although I have thoughts.

Transmission This model has a 5-speed gearbox. I can’t say anything special about it, my second motorcycle also has a five-speed, so everything is familiar. But there are several nuances. The first one turns on loudly, the kids stop crying, the birds stop singing, the grandmothers stop discussing something on the benches, people get out of their cars to see what happened, passers-by offer help, and so on. It's actually just a loud clack. Kind of a feature. Next: I read on the forums about the second gear falling out. I drive calmly, I’ve never been a racer, that’s why I’m on the second bank. By the way, I think that the issue here is in the manner of using the box. Turning the first one and crunching the second one in at high speeds on a heavy motorcycle will, of course, lead to the loss of gear teeth. I also want to note that fifth gear is long and stretched. If you need to really quickly accelerate on the move, it’s better to stick in the fourth one. But in most cases, you don't need to shift down while on the road. In general, the box works clearly and clicks correctly. I can’t really say anything good or bad about her.

Frame and suspension As far as I know, the frame has not undergone any significant changes since the start of production.

It is quite rigid, made of aluminum. But I would like to separately mention the subframe and the attachment of the rear case to this subframe. The problem concerns motorcycles of the 06+ generation. There have been cases where they have cracked due to a design flaw. While moving, the case creates a large lever of influence on the subframe platform, and gradually the metal bursts in this place. It’s a matter of time before it bursts on me, but for now it’s intact. Solved by boiling and strengthening. By the way, competitors such as Kawasaki GTR and Pan-Europe do not have this problem. By pendants. The front fork on models from '06 has been changed. An additional guide has appeared and the characteristics have been slightly changed. I like the way the front suspension behaves, collected and precise. Swallows small bumps without transmitting them to the steering wheel. But at the same time, the feedback is good and you always understand what is happening with the wheel, what surface it is running on. Good balance of quality. There is one peculiarity: when driving over speed bumps, you can hear the sound Psss, on compression, I still don’t understand where it came from. And a slight click when braking. As for the click, using scientific research, with the help of Sasha Shuba, it was found out that the brake discs click. Kind of a feature of this generation. Consumables for the fork are quite expensive, but they can be found in Moscow and are always in stock. After trips to Arkhangelsk and Tatarstan, I rebuilt the fork because there seemed to be a trace of oil on the left feather, and out of harm’s way I installed everything new. It came out to 10 thousand spare parts and 5 thousand labor. With the third guide you need to have a special one. mandrel. Otherwise, it won't be possible to push it in. The tires were American Avon. Good tires, but when replacing them I made a mistake with the marking and bought the same Avon, but for sports motorcycles, with a load index of 55W (maximum per wheel 218 kg), and a soft compound.

Considering that according to the weight distribution of the FJR, 200 kg hangs on the front wheel, and when sitting on it, even more, and loaded and at the moment of braking - up to two times more, after 8000 km the tire was gone, or rather, it was there, only he chewed it up with a saber around the edges, to such an extent that the steering wheel began to vibrate. It was cured by replacing it with the correct one. The rear shock absorber is a disease of all Rus', all heavy tourers, etc. After 14 thousand km under me, a trace of oil appeared on the rod. At first I thought it was getting cold, I rode in minus -1, maybe from the cold. But I knew from TPKH where I was sorting out the shock absorber in a specialized office that it would only get worse. A motorcycle rides for at least 5 years, and lives even longer. It is not surprising that such parts are falling into disrepair. I bought a new one. Put. A good option was found on Ebay. There is nothing special to say about the shock absorber itself; it is adjusted using a spring from below, and a switch on the side on the left hand of the driver, two positions - Soft and Hard. Works. The difference is noticeable. In the software with a passenger and cargo, the rocking is as if you can’t catch the glider on a boat. It disappears on hard. One can go to the software.

Brakes Combined with ABS. You push the rear, the right caliper brakes in front. If you press the front, the system transfers the desired moment back. In general, many motorcycles already have all this, I think you are familiar with it. There are enough brakes for such a mass always, everywhere. Considering that I drive calmly, even more so. Among the features: there are 8 pads on the front. Little ones. Replacement also costs a pretty penny. Relatives are worth Nissin. They brake quite well. I ordered another set of original pads, and bought Chinese ones from Ebay for testing. For 500 rubles a pair. The set cost 2000 rubles. I set it up, it slows down. But after 2-3 braking from 200 to 120, braking becomes weak. They float violently due to overheating. For measured city driving I didn’t feel any difference. As for Abs. It works smoothly, it worked a couple of times in cold weather on dust. Insures. It's good that there is. In my opinion, a motorcycle should have ABS. Preferably with traction, but unfortunately it was not installed in this generation. Although my wheel has never slipped.

Appearance, fit and wind protection The bike is beautiful. In my opinion. Smooth lines, massive plastic body kit. For some reason, several people completely unrelated to the motorcycle topic asked: is this a scooter? I realized for myself that the similarity is in the headlights. Looks like some common Sym model. There is something in common. From the front it also looks like an overfed Phaser. Or Phaser looks like a thinner FJR, depending on who you want.

As for wind protection, I would like to separately mention the high glass, National Cycle seems to be a company. A very convenient thing, especially considering that the glass is electrically adjustable. I had two scenarios for using it. In traffic jams, when the glass is dirty or very wet, I lowered it to minimum to look at the road without glass, it’s more comfortable. In all other cases, I drive with it raised to maximum. There is no wind at all. Sorry, but the cap didn't come off at two hundred. I won't do this again. There are gills on the side of the plastic; if you open them, your legs will become a little warmer, the engine will be cooler, and there will be no wind on your knees at all. Convenient thing.

Interesting point. Winds “in the cabin” are 80 km/h more than 120. The wind protection starts working fully from 100. As for the landing, I can say that it is absolutely straight, thanks to special spacers under the steering wheel. The seat is height adjustable, I drive with it lowered to the bottom position. My height is 180, I do not touch the tank itself with my knees, since they are lower and touch the gray lining below the tank. This is good, because after three seasons on the TRX, the paint has deteriorated from the knees... The legs are comfortably bent and do not go numb even after 18 hours behind the wheel. There’s also no particular load on the back; in general, I read somewhere that a good motorcycle deserves to meet old age. That's probably true. The seat had built-in heating for both me and number two. Heating is quite simple, with one temperature, but very well chosen. Emelya UK. The seats were reupholstered, the shape remained the same, but a small backing was added for softness. Which, coupled with heating handles and side deflectors, will make it possible to drive at night and not freeze. I installed the handles with Dice, their regulator is cool, and it fits in the normal place. They heat well, the adjustments work.

Separately, I would like to note the very comfortable mirrors and their very good visibility. You can really see everything, with virtually no dead zones.

Luggage My fizher initially had a small central case, and after the purchase everyone laughed at me, even the motorized battalion; the first thing they did was not ask for documents, but ask the question: “What’s wrong with the case?” As a result, I developed the complex of a small trunk, and I already knew where I would spend the next 25 thousand. The original center case is surprisingly small inside, and at first I liked the way it looked on the outside, but lately it seems like some kind of box. And there are often cases when it flew off on the way due to the peculiarities of the fastening. One of my friends, Denis, also the owner of the same FJR, advised me to look at the Carra panniers, practical, inexpensive, and with a Monochrome givish fastening. I looked and looked, and in the end I liked the Givi V47 case. And in black and gray colors, it looked like it was made to match my motorcycle. I bought it in one salon on Shchelkovskaya at a discount for 23 thousand, along with a platform and a backrest for it. I also bought a bag for the tank there, which is attached to the neck. I bought not the smallest one, but 8 liters, more.

Now it’s convenient, you don’t have to get off the loaded motorcycle when you’re stopped at checkpoints, I took it out, showed it, and moved on. And it's just convenient. The FJR also has a glove compartment on the front left. It contains a cigarette lighter socket. The glove compartment is locked when the key is removed from the ignition. Before the tank bag, I carried mobile phones there. The iPhone 6 fits in absolutely freely and there is still three centimeters to the lid, the width is enough for 10 iPhones, 8-10 centimeters is the width of the glove compartment. The side cases are roomy, the helmet fits in easily. At the beginning of the season, I will make soft padding in them so as not to scratch, for example, the same helmet. The panniers are locked with a motorcycle lock. Easy to remove. Easy to dress. I personally like the look with panniers more than without. I think that Fjr without panniers is like a dog without a tail. Somehow it looks more harmonious with luggage racks in the back, given the massive front part of the motorcycle.

In general, I really like the motorcycle. It combines all the necessary qualities for convenient movement from point A to point B. As one of my good friends said: “This motorcycle has nothing special, just a means of transportation.” Absolutely agree. Moreover, in our lives we are surrounded by unremarkable objects that simply do what they were designed for, the TV broadcasts programs to us, the phone in our pocket rings, the kettle boils water, the lamp shines, and the FJR simply takes you safely and comfortably to any point where there is a good road. It's like a company car in a company park, but you can't say it doesn't have a soul. It exists, it’s just that he can’t express it so brightly. And not for everyone.

There are a lot of brighter and more charismatic motorcycles, but that's another story.

Specifications:

Test drive Yamaha FJR 1300 A

The Yamaha FJR1300 is one of the most popular sports tourers of this century (and, by the way, its same age). But recently, competitors, moreover, more advanced both in technical terms and in terms of equipment, are beginning to “tread on his heels.” After all, 12 years is an age for a motorcycle!

Engine power alone, combined with good wind protection and spacious luggage capacity, will not make a difference in this class of motorcycles on the market. Indicators such as comfort, safety and the availability of modern electronics that provide a high level of active safety have become of paramount importance. After all, ABS has long been a “base” for this class.

Of course, the previous generation FJR1300A also boasted something its competitors didn't, such as an automatic transmission, with the ability to shift manually but without the use of a clutch. But until recently, this “trick” was not ideal in operation, and therefore not everyone loved it. However, in the new FJR1300AS 2013, the automatic transmission was not abandoned, but this unit was improved. I’ll tell you exactly how a little further, but for now I’ll dwell on the features of the markings and the differences between the two new modifications.

Previously, Fyzher was produced in two versions - FJR1300 and FJR1300A. Accordingly, only the latter had an ACCP. The 2013 models are designated FJR1300A and FJR1300AS, which has made their identification somewhat confusing. But everything is not so complicated: the 2013 FJR1300A is equipped with a conventional gearbox, and the automatic transmission is only available on the FJR1300AS model. The letter “S” in the name means the presence of an electronically adjustable suspension on the motorcycle (from the English word Suspension). And "A" should indicate ABS.

Of course, this division may not please everyone. After all, some buyers will want to buy a motorcycle with an electronically adjustable suspension, but a conventional gearbox, but Yamaha has not provided such an option in the production range. So, they will have to compromise and accept either the absence of one or the presence of the other. However, this did not stop Yamaha dealers from collecting a huge number of pre-orders for the motorcycle, which will not appear until mid-spring. For example, in the UK alone, at the end of January, more than 500 orders had been collected. And throughout Europe this number is already in the thousands. That is, the motorcycle became successful even before the official start of sales! What makes buyers give a considerable amount of “their hard-earned money” for this somewhat elderly sports tourist? Let's figure it out.

The public first saw him at last year's motorcycle show in Cologne. The new product did not create a sensation, but it still grabbed a certain amount of attention, both from the press and from visitors. An updated appearance, improved aerodynamics and wind protection, a more advanced suspension, as well as an upgraded power unit with an abundance of electronics finally make it possible to call the FJR1300A/AS a modern model. The main innovation that entailed all other changes is the YCC-T electronic throttle drive system. It was thanks to her that the new product featured traction control and cruise control systems, as well as the ability to select one of two engine power modes: “Sport” or “Touring”. Why the implementation of this much-needed system took so long is unclear - after all, this Yamaha will soon be four years old! But, apparently, the designers from Hamamatsu decided to hit the double and the new product is also the first Yamaha motorcycle to implement the ability to electronically adjust the suspension characteristics. Agree, there is something to praise them for!

The engine added 3.6 hp, which was the result of both the installation of a new fuel injection system and an upgraded exhaust system. In it, the manufacturer got rid of two of the four exhaust gas neutralizers, thereby increasing its throughput. As for traction control, this is a very useful function for such a powerful and heavy motorcycle. It helps prevent the rear wheel from slipping on wet or slippery surfaces. And if you need to drive on the ground, the system can be turned off.

Cruise control will also be useful on long journeys. And, in addition to its main function, it will allow you to avoid fines for speeding. After all, it often happens that a valiant traffic cop can notice a deviation of your speedometer needle a couple of millimeters to the right much earlier than you notice the guy with the radar himself.

Compared to last year's model, cruise control has been made easier. It can be activated in 3rd, 4th or 5th gear at speeds from 50 to 180 km/h by pressing a button on the left handlebar. And the set speed can be easily changed by +-2 km/h or more using the regulator located there. When you press the brake, clutch lever or turn the throttle, cruise control is deactivated.

Today you won’t surprise anyone with power modes, especially since the FJR1300A/AS has only two of them: Sport and Touring. Yes, and they differ only in the speed of the engine’s response to movement of the throttle, while the maximum engine power and torque remain unchanged.

It makes sense to dwell in more detail on the most “advanced” version - with the index “AS”. In addition to all the electronic devices and systems described above, it has a semi-automatic transmission (which can also work automatically), which allows you to change gears without using the clutch. New for 2013, this system acquired the function of automatically resetting gears (up to 1st) when braking. If the driver wants to change gears himself, this function can be disabled.

Also, using a simple menu, you can instantly change the suspension settings. In total, the system memory contains 12 possible presets (for all occasions). Installation of this system required more advanced suspension elements - an upside-down front fork and a fully adjustable shock absorber. Moreover, the fork is equipped with separate adjustments. The left “leg” has a compression damper, and the right leg has a rebound damper, which allows you to tune the fork more accurately. Of course, all these “bells and whistles” together raised the cost of the “S” by a couple of thousand “evergreens” compared to the base model, but you have to pay for convenience...

The base model's suspension has also been upgraded. Now, in one “leg” of a conventional telescopic fork there is only a spring, and in the second there is only an oil damper. The rear shock absorber has less significant changes - the damping parameters and spring stiffness have been slightly reconfigured.

Externally, the motorcycle has also changed. The headlights feature elegant LED running lights. And the new forms of cladding not only look more modern, but also better protect the driver from the wind. In addition, the side deflectors are now customizable. Therefore, the warm air coming from the radiator can flow both to the pilot’s legs, and vice versa - be removed from them.

The electric windshield drive has undergone significant modernization. According to the manufacturer, it now works 2 times faster. And the glass itself has changed its shape and reduces the load on the pilot’s shoulders and head at high speeds.

The “sports tourist” class implies not only a high level of comfort, but also sufficient luggage capacity. And in this case, there are no complaints - already as standard, the motorcycle is equipped with two side cases with a total volume of 60 liters, each of which can fit a full-size helmet. The branded 50-liter top case with an optional backrest will help to almost double the “capacity index”.

What are the prospects for this long-liver on the Ukrainian market? They are vague. Its main competitor from Kawasaki, the deeply updated 1400GTR, packed with modern electronic systems, costs about the same, but has a significantly more powerful engine. But in the Honda camp there is a strong young and cheaper rival - the VFR1200F. In the basic version it costs only 165,000 UAH, and its modification “DCT” (with automatic transmission) costs 177,650 UAH. One way or another, but almost 50,000 UAH. the difference in cost is a very significant amount to make the buyer think...

Cases

The motorcycle comes standard with high-quality double-layer panniers. Their design reduces the likelihood of severe damage from falls. But, of course, it’s not worth checking this. The center case is sold separately, and it seems very strange that the manufacturer does not recommend using all three cases at the same time. Can't the subframe withstand such a load?!

Exhaust system

Due to significant changes in the intake system, engineers had the opportunity to simplify the exhaust system. In addition to changing the length and internal cross-section of the pipes, they were able to throw out two of the four exhaust gas converters - they were simply no longer needed. The “side” effect is minus a couple of kilograms of excess weight.

Center stand

Minor changes in the location and shape of the center stand mounting have produced a significant result: the effort required to place the motorcycle on it has decreased by 30%. But this does not mean that the owner should not visit the gym...

Power Modes (D-Mode)

Now, like many other sports tourers, the FJR now has a choice of two power delivery modes – Touring and Sport. The first slightly slows down the response to opening the gas and is useful when driving on slippery roads or to save fuel. If the owner wants to move as dynamically as possible, then just switch to Sport mode.

Dashboard

After installing a large number of electronic systems on the FJR, a redesign of the instrument panel was simply necessary. And the new dashboard, consisting of 3 parts, is capable of providing maximum useful information about all the parameters and settings of the motorcycle in an easily readable form.

Cruise control

Cruise control has been made much easier. Using a two-key rocker, you can change the speed of movement in increments of 2 km/h, or by holding the key, you can achieve larger changes. And after deactivating the system, the last parameters of its operation can be restored by pressing the “Resume” key.

Traction control

The modern traction control installed on the 2013 FJR has a 3-stage level of engine intervention. When rear wheel slip is detected, the system first closes the throttle valves. Then it stops the fuel supply. If this does not help, the engine control unit interrupts the ignition until control of the rear wheel is restored.

Headlights

The new optics design not only gave the motorcycle a more aggressive appearance, but also improved road illumination. In addition to this, LED running light strips were installed in the headlights.

Y-CCT

From now on, the Y-CCT electronic system is responsible for dosing the fuel-air mixture, which itself selects the opening angles of the throttle valves when manipulating the throttle depending on a number of factors, while simultaneously taking readings from many sensors. It was thanks to her that it was possible to slightly increase the power and torque of the engine.

Front fork

The base model FJR1300A features a modern front fork with separate leg functions. There is only a damper in the right leg, and one spring in the left leg. The rigidity of the latter is selected in such a way as to maximize the capabilities of the suspension regardless of the quality of the coating.

Text: Vladislav Sofonov

Photo: Yamaha