Road – Test Yamaha FJR1300 AE: on the right gear – Rich but also manageable

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Yamaha FJR1300 AE test: on the right gear

Road - Test Yamaha FJR1300 AE: on the right gear - Rich but also manageable

Flagship of the Yamaha GT range, the FJR 1300 evolves smoothly for 2016, with the obligatory change to Euro 4, the adoption of a sixth gear and an anti-dribble clutch, as well as some cosmetic and practical improvements. Test.

Plush but also handy

By renewing contact with the FJR 1300 AE vintage 2016 we are absolutely not out of place compared to the previous model. In the high position (825 mm), the saddle allows a 1.78 m rider to practically put both feet on the ground. A saddle a bit narrower at the crotch would have made the operation even easier. The little ones will prefer to set it in the low position (805 mm).

On the other hand, everyone’s calves will still regularly come into contact with the driver’s footrests … In addition, you must always aim with the heel to switch between gear selector and the footrest in order to deploy the side stand..

The cockpit can be intimidating at first because of the many controls and information available. However, we end up taking the measure after a few minutes of reflection, especially as the whole turns out to be well organized and readable.

On the right hand, a button allows you to change the engine mapping from "Touring" to "Sport" mode, which offers a faster response to acceleration. On the left hand, buttons are used to operate and adjust the cruise control. A trigger on the left index finger and another control make it possible to vary the display on the instrument panel (mileage totalizers, consumption indicators, etc.) and to act on the various options offered (windshield height adjustment , electronic suspension adjustment, intensity of standard heated grips, etc.).

A "Menu" mode even allows you to adjust the light intensity of the dashboard, that of each heated grip position, the service indicator alarm and many other features.

At start-up, the Yamaha four-cylinder displays a discreet sound with a characteristic hissing sound. Side stand raised, the clutch control opposes little resistance and the first engages firmly and precisely.

The weight of the FJR 1300 AE (292 kg in running order) of course calls for caution when maneuvering at low speed, but we are still surprised by the maneuverability of the machine when we start to have it in hand. It is indeed quite easy to make a slow half-turn with the handlebars to the stop thanks to the good turning radius of the FJR and the fineness of the dosage of its YCC-T electronic accelerator.

The presence of the suitcases on the other hand requires increased vigilance on the part of the driver, because they protrude a little from the mirrors. The engine responds smoothly to the slightest request of the handle and even accepts cruising under revs without knocking on all gears. The upright torso driving position is comfortable, as are the pilot and passenger seats.

In town, we generally prefer to drive with the windshield in the low position for more visibility. Improved in operating speed on the 2013 vintage, the electric mechanism allows rapid switching from one position to another. As soon as you launch, the FJR 1300 displays the same line stability as before and still demonstrates good agility given its plush size..

Its Bridgestone BT 023 tires contribute to this, providing natural and progressive angle registration. Everything is under control, especially as the bike benefits from a reassuring anti-slip system, as well as powerful ABS braking combined with dual disc 4-piston calipers front. The lever dosage is progressive and the effect of mass transfer minimized by the joint action of the front and rear brakes.

The same goes for the brake pedal, just as convincing. Set in "soft" mode, the suspension easily absorbs the imperfections of the urban surface and contributes to excellent comfort, solo or in duo.

A sacred road bike !

Leaving the city by the expressways, it is clear that the FJR 1300 has not lost any of its splendor, quite the contrary. Used gently, in Touring mode, the Japanese engine provides linear but powerful acceleration that allows you to engage serenely in the flow of traffic and quickly reach the maximum speed allowed.

With the screen in the high position, the driver benefits from effective protection for the chest and legs, housed on either side of the large 25-liter tank. It is always possible to improve protection at this level thanks to a deflector (adjustment at stop with tool, 2 positions) integrated into the fairing.

Very quickly, the benefits of the new transmission in sixth gear "overdrive" appear: this saves the engine and at the same time attenuates the vibrations felt when operating at a steady speed. The tachometer needle now reads 3800 rpm at 130 km / h and the instantaneous fuel consumption indicator shows 6 l / 100 km. Theoretical autonomy under these conditions would be about 415 km.

Easy to use, the cruise control makes it easier to respect authorized speeds. A boost enough to increase or decrease the pace by a few km / h. By forcing the pace, on an unrestricted German motorway, the FJR 1300 would be able to reach twice the speed …

But hey, apart from this particular "German" context or on the track (!), It is now impossible to take full advantage of the excellent extension of the Japanese 4-cylinder. Also, although Yamaha wanted their GT rather sporty, the chassis of this bike was not designed to compete with that of a true high-speed sports car..

However, the efficiency of this chassis is astounding. It is certainly necessary to deal with the consequent weight when investigating small winding roads at good speed, but without really forcing the handlebars or struggling with the front end in the sequences.

By setting the suspension setting to "hard" and the engine mode to "Sport", you can make the most of these good conditions for fast driving. The acceleration is indeed more incisive in the second part of the tachometer and the dynamic behavior even more rigorous.

Consumption increases accordingly, with instantaneous consumption varying from 6.5 to 7 l / 100 km in this context. Despite very wet test conditions, the traction control was rather inconspicuous, only triggering on rare occasions when re-accelerating on a damp white strip and passing a speed bump in town..

The same goes for the ABS, only triggered by braking a little too hard with the foot brake and suddenly operating the right lever, to see. In “normal” use, these systems are a priori perfectly transparent.

Be careful, however, not to stay tight on the brake controls when entering a curve because the steering then tends to "lock up", at the risk of widening the trajectory when exiting a curve …

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