Road – Test Yamaha FJR 1300 A: better and better! – A versatile engine

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Yamaha FJR 1300 A test: better and better !

Road - Test Yamaha FJR 1300 A: better and better! - A versatile engine

Faced with increasingly fierce competition, Yamaha had to develop its best-seller GT, the FJR 1300. Invited to the presentation of this novelty in Spain, Site was able to take stock of the 2013 FJR 1300 A. First try.

A versatile engine

The models tested during this presentation were in "full power" version, developing a maximum power of 146 horsepower at 8000 rpm. A small appreciable bonus throughout this test, which should not however make us forget that in France the FJR 1300 is currently restricted to 100 horses (a castration which could be abandoned in 2013 in the name of European standardization). Based on this observation, which requires us to moderate our overall judgment in terms of performance, we finally start the Japanese four-cylinder with double ACT and cylinder head with 4 valves per cylinder, tilted forward..

The engine cranks up, with a quiet, hissing exhaust sound at idle but instantly rougher and angrier the moment you hit the accelerator. At low speed, the contribution of the YCC-T electronic acceleration control system is immediately noticeable, allowing you to move very finely on a trickle of gas while maintaining precise control during delicate maneuvers in urban areas.

The jerks of the transmission (by gimbal) are sensitive but not very pronounced, even with frequent use of the gear selector and the accelerator. Be careful, however, not to forget the presence of suitcases in an urban environment, because all it takes is an unexpected "touch" to quickly unbalance the motorcycle.

The gear ratios are linked quickly and here we are already in fifth, while we are still evolving at low speeds under 3000 rpm … Strangely, the FJR encourages you to change gears quickly, while each of them pulls in fact very long, with a range of use of 50 to 160 km / h for the 3rd and 50 to 180 km / h for the 4th and 5th.

Out of Madrid’s traffic jams, the horizon emerges with a fast urban lane that takes us away from the Spanish capital towards a steeper mountainous playground. The response to acceleration is surprisingly straightforward and vigorous from 5th gear and the FJR 1300 A climbs briskly through the laps..

A glance at the dashboard indicates that I am in "S" (Sport) mode, which explains the relative impetuosity from 4000 rpm. A boost to switch to "T" (Touring) mode, throttle closed to allow the mode change, and this time you have to wait 5000 rpm or go into 4th gear to find the same feeling of vigor in the acceleration. Although it consumes more fuel, the "S" mode will be used throughout this test, especially as the road is dry and the motorcycle has a TCS capable of stopping any skidding of the wheel. back.

A section of the motorway allows you to appreciate the high top speed of the FJR 1300, measured at more than 270 km / h on the circuit by the manufacturer. For our part, we naturally comply with the limitations in force in Spain, ie 120 km / h on the motorway! At this speed, the protection offered by the large windshield and fairing is excellent, but the noise level due to turbulence remains high. Activating the cruise control is very simple, with pressing the activation button followed by pressing the "set" command as soon as the desired speed has been reached. It is then possible to regulate its speed in 2 km / h steps with a short press on the plus and minus buttons, or continuously with a long press. A brake stroke instantly disengages this regulation.

When attacking mountain roads, the FJR 1300 loses some of its luster and requires more attention to always stay on the right engine speed. The alternation of short turns followed by short stretches, both uphill and downhill, involve frequent gear changes to remain efficient, unless you stay permanently in 3rd even if it means making the engine scream excessively … To each his own technique, which however highlights the substantial weight of the FJR 1300 and its slight lack of torque when it comes to obtaining a vigorous boost in intermediate revs, as well as its gear ratios a little too long to be effective in this mountainous context.

Overall consumption drops significantly with an average of 6.5 l / 100 km in "Sport" mode on this approximately 500 km course alternating between town, expressways, roads and small mountain roads. Either a range of about 385 km reserve included with the current 25-liter tank.

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