Duel Versys 1000 Vs FJR1300: road maxitrail killed GT sport ?
The FJR1300 retires at the end of the year … To celebrate the event, Site organized a last outing with this iconic Yamaha road on the one hand and the recent Kawasaki Versys 1000 SE on the other. Why ? To identify the strengths and limitations of road maxitrails … Duel !
Duel Versys 1000 Vs FJR1300 page 2: Long live the road trail ?
Taller and more impressive than the FJR1300, the Versys 1000 gets on with a little more trepidation. And yet, once posted on the saddle of the maxitrail (840 mm), the pilot touches the ground in the same way as seated on the Sport GT (825 mm in high position)…
How can the Kawasaki be as accessible as the Yamaha? Thanks to its thinner saddle at the level of the tank, which gives more direct access to the ground. Like what, the values indicated by the data sheets sometimes hide good – or bad – surprises !
On these two motorcycles therefore, a 1.80 m biker puts both heels on the ground. For the little ones, the FJR1300 offers a second saddle adjustment, 20mm lower and achievable in seconds on the roadside and without tools. The Versys 1000 also offers a lower seat of -20 mm, but you have to ask your dealer.
Logically, the legs are a little better received on the trail: the knees are a little less bent and above all, the thighs are much less spread by the tank with a capacity of 21 liters on the Kawa against 25 on the Yam.
To keep his back straight, the FJR pilot must stretch out his arms in order to grasp the half-handlebars which spread the hands 48 cm apart. The handlebars of the Versys are both closer and wider (58 cm between each hand) so that the arms are finally also straight.
Before hitting the road, Site takes charge of "its" motorcycles in a parking lot. Once again, the Versys 1000 SE is a pleasant surprise because despite its larger size and higher mass, it is easier to move, engine off, than its lower but heavier rival..
This time, the manufacturers are announcing values that correspond fairly well to reality – which MNC perceives in any case -: the 257 kg all full (excluding suitcases and accessories from the Tourer Plus pack) of the Kawa are managed easier less difficult than the 296 kg of the Yam !
Another unexpected advantage of the Versys 1000: it is placed much more easily on its central stand, a good point for the maintenance of its chain! The FJR1300 requires more force and / or synchronization to be stationed on the control unit, but it is planned to do so less often thanks to the shaft drive !
Site notes that the side stand is also easier to deploy on the maxitrail: Kawasaki had the good idea to place the lug between the selector and the footrest, which makes it more obvious to grip with a kick of the heel than the lug placed by Yamaha between the footrest and the central…
The maneuvers are facilitated on the Versys by the higher and wider handlebars, and by the shorter turning diameter of half a meter compared to the FJR: respectively and very exactly 567 cm against 609. Overall, therefore, the maxitrail turns out to be more manageable. Who would’ve believed that ?!
The weight – all full facts – years…
When starting their engine, our two mounts stand out very clearly. Akashi’s 1043 cc 4-cylinder is more lively and expressive. Kawa-bunga! That of 1298 cc from Iwata is not beaten for all that thanks to its inertia and its sound which evoke the force and the smoothness of a 6-cylinder. M-Yam !
Getting started with the FJR1300 AS is confusing in more ways than one. You should know first of all that the neutral point is at the very bottom, and that it is therefore necessary to mount the selector to engage the first report without resorting to the clutch lever … quite simply non-existent !
Perfectly developed, the electronic clutch makes the big road as easy to use as a maxiscooter! The evolutions at very low speed are done without the slightest jerk and the upshifting is also done without jerk, even extremely low in revs and whatever the load..
As flexible and docile as the Yamaha 4-legged, the Kawasaki machine is assisted by a quickshifter which does not dispense with the use of the left lever, particularly in town where the jolts of the climbs on the first three reports are unwelcome.
Likewise, it is necessary to insist on the selector curiously soft of the Versys to go down the gears around intersections and roundabouts without touching the clutch. It is on the road and at a good pace that the KQS is really of interest, while Yamaha’s YCC-S system shines in all circumstances: we almost regret that it does not include a 100% automatic mode. !
In the busy traffic of the capital, the wide handlebars of the Versys 1000 (95 cm from end to end, against 75 on the FJR1300) does not complicate a little the – cautious – line ups by brushing the mirrors of its four-wheeled cousins. , SUVs. The FJR1300 requires a bit of experience to manage its forward mirrors.
Fortunately, here is the road, the real one! In terms of pure performance and on paper, the Yamaha‘s water mill has the advantage, but its 146 hp and 138 Nm have a lot to do! Site captured it perfectly by moving the two motorcycles with his little muscles, one after the other….
When leaving the village in third gear, the Versys 1000 (120 hp and 102 Nm) immediately and irreparably takes the lead! It is only when the tachometer hands pass through the second half of their dial that the FJR 1300 manages to keep pace: the big 4-legged still has quite a bit of character. One deal, two tastes…
Light is right … Power is better ?!
More linear, the engine of the Versys does not lack extension, but we hesitate to take advantage of it because of the vibrations which run through the legs and then the hands when exceeding 6000 rev / min! At stabilized speeds, the crackling is sensitive 1000 revs lower … and difficult to bear for the most cozy, including MNC.
On the motorway at 130 km / h, the Versys engine grinds precisely at 5,000 rpm. The pilot is on the verge of discomfort according to Site. To keep a "140 counter and regulator" (retained 128 km / h by the radars?), It is therefore necessary to endure tickling – then scratching – at the level of the thighs and buttocks.
With the FJR1300 in the sixth and final gear, the engine purrs quietly around 3,750 rpm. Its pilot can then scroll through the terminals without realizing it, especially since it enjoys impeccable protection against the elements..
Admittedly, the Journal moto du Net feels a thrust in the back and its vision is a little disturbed by the top of the bubble when the latter is hoisted to the highest. But a simple pressure on the left stalk is enough to lower the veranda (!) To relieve the kidneys and, in passing, to feed the ventilations of the top of his helmet. Convenient !
Head, shoulder, bust, knees, ankles: on the Yamaha, not a fragment of the body is directly exposed to the wind … Go if. While searching carefully, Site notices that a thin stream of air is caressing the top of the hands. Nothing too bad, especially with the mild temperatures of early June 2020. More annoying in winter ?
In comparison, the Versys 1000 pilot can benefit from better protection at the level of the hands (the hand guards are not fitted as standard, be careful!) And does not feel any pressure in the back thanks to the subtly pierced bubble. But overall, the FJR1300 is better.
First of all, the Kawa’s bubble needs to be adjusted before setting off, unless the driver feels able to wield the two large screws facing him, while driving? Not super careful … Then, if the helmet and the top of the jacket are perfectly insulated from the wind, the chest and shins are exposed to turbulence..
Site leaves the highway to embark on one of its favorite road layouts. The FJR1300 AS is particularly alert and temporarily makes you forget its weight. The front axle, neutral and incisive, allows you to position the bike to the millimeter.
An increasingly versatile Versys 1000
At the controls of the Versys 1000 SE, the first turns are taken a little less quickly: despite the wide handlebars, the management seems a little reluctant to put on the angle. In addition, the greater travel of the fork makes the feedback a little less precise..
MNC takes advantage of a first stop to play with the parameters of the electronic suspensions of "its" motorcycles. Set in Standard mode so far, the FJR has switched to "Hard" while the Versys has switched from "Road" mode to "Sport". The two motorcycles instantly gain in rigor, the Kawa a little more than the Yam.
At the second stop, the Motorcycle Journal of the Net selects the "Soft" mode of the Yamaha and chooses the "Rider" mode of the Kawasaki in order to adjust it to its glove: MNC keeps the engine in "Full" power and associates it with suspensions "Soft" … The amplitude of the settings of the Versys continues to amaze: it looks like changing frames !
The suspensions of the maxitrail then become maxi-flexible and partly compensate for the saddle, whose padding and width – therefore comfort – are less than on the road. Better to stand back on the Kawa to enjoy a wide seat. The Yam and its chair – with gold stitching and matching logo, the class – allow you to change position, which improves the endurance of the pilot.
Without stopping this time, Site re-engages the sports modes of its two motorcycles (long press and gas cut so that it works on the Versys) and continues its little arsouille. The Kawasaki then seduces with its more biting and powerful front brake … Radial-mounted calipers and petal discs are not just there to look pretty !
Similarly, the maxitrail dominates the road in the winding thanks to its lower weight which allows its pilot to improvise more, more serenely. In the sequences strongly approached, the efforts at the – big – handlebars of Kawasaki become less than at – big ones, too! – FJR half-handlebars.
Carried out in perfect driving conditions, the MNC duel also makes it possible to capture the interventions of the advanced electronics of the two adversaries: the "old" Yamaha also has an inertial unit! It is on the recent Kawasaki that the intervention of the traction control can be most noticeable…
Set to its most intrusive level (3), the KTRC makes the engine cough finely as long as the bike remains leaned too much. As the Versys is straightened, the power is gradually released. The traction-control works wonderfully, which is reassuring for this winter.
The same principle applies to the ABS, which takes into account the angle of the machine: MNC feels the brake lever jerk slightly when it is pulled too quickly in the middle of a curve. The motorcycle does not lose the front … but does not lose speed either, at the same time.
Note that the two manufacturers are taking advantage of the presence of the IMU to provide their high-end models with adaptive lighting, which is supposed to improve vision inside bends. The days are currently very, very long, MNC did not have the opportunity to confront them..
The FJR1300 keeps good combinations
By slowing down the tempo, it is the turn of the combined braking of the FJR1300 to be appreciated … With a simple pressure on the rear brake pedal – coupled with the front – the driver slows down his machine much more effectively than his comrade on the Versys 1000 and his small rear brake, less dosable besides.
On the purely practical side, the FJR1300 scores a point by providing a small but deep storage compartment in which we find the 12 V socket of the cigarette lighter type. We would have liked the Versys 1000 to offer its own storage space. In addition, the fact that the power socket on the dashboard is not in USB format is more surprising on this machine equipped with a color TFT screen and a Bluetooth connection..
The Yamaha scores again thanks to its space under the passenger seat which allows you to store the mandatory yellow vest – the chasuble, not the protester – and a deterrent lock. Under the Kawasaki saddle, only the yellow vest finds its place. But the maxitrail makes up for it with its suitcases !
Skeptical at first glance because of the more convoluted shape of the Versys suitcases, Site buries its modularity without thinking. MNC must concentrate more to fit this same big helmet into the left suitcase of the FJR (impossible on the right because of an intercom mess that stumbles against the put *** bottom of the suitcase not flat!) . No problem on the other hand to cram a "simple" integral, on both sides of the Yam.
Because these motorcycles are often used in pairs, Site quickly tested the reception of the passenger. The FJR1300 is easier to ride … But the view is much better once you climb the high Versys 1000, and the saddle is even better padded. !
On both mounts, the passenger handles provide solid anchors. On the FJR1300, MNC is particularly fond of the rear handle and the more accessible fuel tank, allowing it to be well positioned in the event of sporty driving. But we prefer the Versys in the end, which offers more space at the level of the feet.
Finally, before returning the motorcycles to their manufacturer, the Net Motorcycle Journal calculates their consumption over the whole of our route: the Kawasaki "thousand" is more sober than the Yamaha "thirteen hundred" with respectively 5.5 and 5.9 l / 100km. However, the FJR can go further: 424 km max in theory against 382 with the Versys.
Verdict: the best way to chart the course ?
In the end, why do heavy riders today prefer recent road trails to out of fashion Sport GT motorcycles? Due to their greater versatility, better performance (under acceleration and braking) and their equipment also provided.
In the specific case of the Versys 1000 SE, bikers will no doubt be convinced by the adjustment capacities, and therefore adaptation, of the electronic suspensions, whether it is for the driving style, the condition of the road or the load. And the best part about it? Kawasaki costs less than Yamaha !
The FJR1300 AS, however, retains strong arguments to make to long-distance bikers: its incomparable comfort, the smoothness and strength – of character – of its large 4-cylinder, the pleasure of its combined braking and the efficiency of its electronic clutch, its classic lines…
But other points – weak – definitely tip the scales in the direction of the maxitrail: neither the clever electronic and cosmetic updates, nor the classy black / gold color are enough to compensate for the weight – all fully facts! – years on the Yamaha Sport GT.
Another major problem: the price of this motorcycle that one might think has been amortized over time! Offered at 20,699 euros in the AS version of this "Ultimate Edition", the good but old FJR costs 8200 euros more than a Tracer 900 GT, a sacred road already !
As a comparison, the FJR1300 is 1,400 euros more expensive than an R1 of the latest generation, with development costs often described as astronomical by the manufacturers … Are the Blues of Iwata provisioning on their hypothetical future FJR? Stay connected !
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