Yamaha FJR 1300 Tourer in the test

Yamaha FJR 1300 Tourer in the test
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Yamaha FJR 1300 Tourer in the test

Yamaha FJR 1300 Tourer in the test

Yamaha FJR 1300 Tourer in the test

Yamaha FJR 1300 Tourer in the test

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Yamaha FJR 1300 Tourer in the test
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Tourer shows remarkable performance in the top test

With its mix of remarkable performance and solid long-distance comfort, the Yamaha FJR 1300 opened up completely new perspectives in the touring segment. Steadily maturing over the years, the latest version should continue this success story.

E.made to measure. That was the short, crisp conclusion when FJR 2001 had to face a comparative test for the first time – and promptly won it.

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Yamaha FJR 1300 Tourer in the test

Yamaha FJR 1300 in the test
Tourer shows remarkable performance in the top test

Over the years, Yamaha has only developed its travel flagship with gentle model updates. The basic concept, however, remained unchanged. Dignified comfort mixed with a good pinch of dynamism. A Gran Turismo on two wheels, so to speak. Yamaha is still convinced of this concept and is therefore relying on careful modifications instead of radical renewals for the coming year.


fact

Top tester Karsten Schwers in conversation with editor Andreas Bildl.

Above all, the comfort should benefit significantly. This not only concerns the mere accommodation of the crew, but also equipment and usability. And all of this, of course, without the FJR getting out of hand on the outside or on the scales. Because time has not stood still, the competition has not been idle over the past decade. Of course, Yamaha knows that too. And therefore not only kept its hands off the price screw, but also put more effort into the details than the almost unchanged exterior suggests. The first stage leads out of the Stuttgart basin, onto the autobahn, away from the bustle of the big cities, towards the Swabian Alb.

The FJR has always been tailor-made to cover large distances quickly. The FJR takes its course calmly, rushing steadily over the motorway even in the vicinity of the top speed region.

Cushions both long and short bumps with ease. The pilot receives welcome support when mastering longer stages from the new and easy-to-use cruise control.

Can be used from third gear, the speed can be set between 50 and 180 km / h in two km / h steps. The driver only needs to enjoy the view and the wide, well-padded bench. And the mirrors also provide an excellent view back.


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The adjustment range of the disc is 13 centimeters. When driven very high, it also enables a high continuous speed.

But that’s not the only reason why the driver is now much more relaxed on the stage. Previously, at higher speeds behind the fairing, there was a negative pressure that sucked the driver in the direction of the fairing, this point of criticism is practically eliminated with the revised nose of the fairing.

However, the electrically adjustable disc should be in the highest position. So the upper body is well protected from the oncoming wind. The wind only tugs at the helmet, noticeable, but not annoying. If you need more calm, the Yamaha accessories range offers a higher windshield (240 euros) and other useful items such as hand protectors (207 euros), a 39 liter topcase (from 509 euros) or inner pockets for the standard cases (96 euros) . However, a manageable 201 kilograms payload set limits.

The intended exit has been reached, set the indicators and get out. Despite its considerable size, the FJR looks compact and makes you want to go down the small streets. Because the pilot lodges relaxed, but not passively. It has always been the trademark of the FJR that they interpreted touring in a somewhat sporty way. In the lower of the two seat bench positions, the knee-angle comfort-conscious, long-legged pilot may be a little too sporty. But changing the seat height is quickly done by repositioning a plastic link under the bench. The seat bench is positioned 20 millimeters higher in no time. And then it also fits perfectly for drivers with a guard.

Despite harder springs at the front and rear and tighter damping, the FJR has not lost any of its comfort. The spring elements could respond a little more sensitively to short impacts. But rough edges and patches hardly have a chance to seriously penetrate through the comfortably upholstered seat to the driver’s rear. Even bravely chased over neglected asphalt surfaces, the FJR literally soaks up uneven ground. So even second-rate streets lose their horror. Anyone who toying with the announced electronically adjustable suspension will have to be patient until at least March. Why it is reserved for the “AS”, which is equipped with a semi-automatic gearbox and will be included in the range again for 2013, should remain the secret of the Yamaha strategists.

But back to the FJR 1300. The developers have saved two kilograms. Of course, that doesn’t make her a handling queen, but she likes the casual, relaxed manner with which the 1300s swings through the country. Even if you still want to be guided and held in an inclined position with a certain grip on the handlebars. The slightly sporty attitude of the FJR should not be taken too seriously anyway. Because steering precision and feedback are still at an average level despite the new Bridgestone BT 023 “F”. In addition, unevenness in an inclined position – as well as the grip on the brake – ensure a noticeable erection moment. Speaking of brakes, the four-piston stoppers, in which the foot brake actuates two front brake pistons of the right brake calliper, actually have the FJR under control and decelerate strongly. The clumsily regulating ABS, however, wastes valuable meters in an emergency.


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Yamaha FJR 1300.

It goes on as long as the autumn sun still keeps the mountain ranges of the Swabian Alb free from fog. The little streets beckon. And the standard heated grips, which can be adjusted in three stages, really work hard. But what makes touring a relaxed affair, despite the uninviting temperatures, are the significantly improved manners of the revised engine.

Gone are the days of the gas train. The throttle valves are now electronically controlled, in new German: ride-by-wire.

In addition, the technicians modified the intake tract and exhaust system and fitted the pistons with lower-friction rings. In addition, the cylinders are now cast directly onto the engine housing. The result should be lower weight, slightly more power (146 instead of 144 hp) and lower consumption.

Above all, however, and this is particularly pleasing on the sometimes winding and narrow streets of the Swabian Alb, the finely whispering four-cylinder gets down to business gently and spontaneously from overrun, hangs directly and jerk-free on the gas. After rolling phases, the first opening of the throttle valve takes place as smooth as butter, and the cardan acts wonderfully with little reaction. That’s how it should be. It is still impressive how the 1300 pulls ahead just above idle speed, like a turbine. And the now pleasantly smooth throttle grip also facilitates the measured use of power. He could only press a little harder below 3000 rpm. The FJR has recently also been offering two injection mappings, “Sport” and “Tour”. Both deliver full power, but in tour mode it is released much more gently. Basically an option that can be dispensed with, because the big block in sport mode by no means reacts aggressively, but simply reacts directly and easily to gas commands. For adverse conditions, there is even a traction control on board, like the one on the Super Ténéré. And that keeps the rear wheel in check when accelerating on slippery surfaces with sensitive control interventions. By comparing the wheel speeds, the system detects slip and intervenes accordingly in the opening angle of the throttle valve, in the fuel supply and the ignition point. That works barely noticeably and extremely well.


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The three-part cockpit is quite clearly designed, the most important information can be read centrally.

The most recent edition of the FJR only has a sixth gear that reduces engine speed and fuel consumption. But viewed objectively, the speed level is within the limits. And thanks to the pulling power of the four-cylinder engine, switching out of town in most cases becomes a superfluous luxury. Gear changes are safe, but acoustically audible. But the sensitive nature should perhaps disturb less than the subtle singing that fourth and fifth gear produce at low speeds.

The last bar on the fuel gauge flashes, time to stop for fuel, especially since the remaining range indicator, flanked by a very precise fuel consumption indicator, reminds you to fill up with fuel.

Get off, fold down the main stand and – whoops – the chunk is there. Thunderstorm, that was easy. An improved design of the main stand should now require 30 percent less force. Says Yamaha. And indeed, if you open a can of Coke, the FJR is sure to get jacked up too. Everywhere you can see the FJR striving for greater functionality.

The rebound on the fork and shock absorber can be adjusted using a knurled wheel, the windshield now goes up or down at lightning speed, and the new display with its extensive information and functions can be operated easily and intuitively using two switches. And the preload can be switched to pillion mode with a single movement using a hand lever. Although this is convenient, a handwheel for stepless adjustment of the spring base would still be the better choice.


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The latest version of the Yamaha FJR 1300.

The fact that the two fiddly little buttons in the cockpit for traction control and for zeroing the trip counter are barely operable with thick gloves and the full use of the lavish 25 liter tank capacity requires patience does not really fit the picture. The last one and a half liters gurgled slowly into the fuel drum. But reconciling consumption of 5.3 liters. After all, they enable stages of around 470 kilometers. And there are no problems unwinding them with relish in the saddle of the FJR. Now less than ever.

MOTORCYCLE points evaluation / conclusion


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The freedom from inclination can rightly be described as sufficient.

engine
Even if it has lost a bit of torque at the bottom, the pulling power of the fine four-cylinder is convincing. He now has a significantly improved response, and the often scolded sluggish throttle grip has now been shelved. The clutch, on the other hand, is not one of the smoothest, just like the gearbox, which always offers safe gear changes. Objectively speaking, the speed level in fifth gear is not too high, but on longer stages it would make sense to use a longer geared sixth gear to reduce fuel consumption.

landing gear
It is good to see that the fjr is not getting bigger and heavier, but that it keeps its comparatively low weight. Nevertheless, it is not one of the particularly handy ones. She is in her element on long stretches of the motorway and stoically pulls her course even at high speeds. The tighter suspension setup has not reduced comfort. The not very neutral steering behavior, however, is just as little. In an inclined position, the inside handlebar side still requires some counter pressure to keep the FJR on course. With increased preload at the rear, the FJR also impresses with two people.

everyday life
Both passengers can stay comfortably on the sofa-like bench, even on long journeys. The revision of the cladding front ensures less turbulence behind the window. Long-distance comfort is still the domain of the FJR. Cruise control, traction control and the informative cockpit ensure high-quality equipment. The range leaves nothing to be desired. Only the payload of 201 kilograms is quite meager for a tourer of this size.

security
In everyday life, the three disc brakes actually have the FJR under control. If the going gets tough, shorter braking distances would be feasible with a more precisely regulating ABS. The FJR is giving away precious land here. For serpentines or turning maneuvers, the composite brake also brakes at the front when you step on the brake pedal – a little too hard. The erection moment is also annoying.

costs
10,000 inspection intervals and the acceptable, if not outstanding, consumption have a positive effect on the cost side.

Price-performance
The number of points is decent, the price is still moderate, which is why it deserves the respectable price-performance rating.

Max points Yamaha FJR 1300 A
Overall rating 1000 716
Price-performance note 1.0 2.6

Conclusion
Strengths strengthened, weaknesses alleviated. The new FJR is even more comfortable, better equipped and easier to use. The manners of the engine are pleasing as well. That deserves praise. But the revision seems half-hearted. Chassis and especially the tuning of the ABS would have done a little more attention. It remains to be seen whether it can find its way back to its former glory against the strong competition that has meanwhile become.

Technical specifications


archive

The performance diagram of the Yamaha FJR 1300.

engine
Water-cooled four-cylinder four-stroke in-line engine, two balance shafts, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection Ø 42 mm, regulated catalytic converter with secondary air system, 490 W alternator, 12 V / 12 Ah battery, hydraulically operated multi-disc Oil bath clutch, five-speed gearbox, cardan, secondary gear ratio 2.773.
Bore x stroke 79.0 x 66.2 mm
Cubic capacity 1298 cm³
Compression ratio 10.8: 1
rated capacity 107.5 kW (146 hp) at 8000 rpm
Max. Torque 138 Nm at 7000 rpm

landing gear
Bridge frame made of aluminum, telescopic fork, Ø 48 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, disc brake at the rear, Ø 282 mm, double piston – Floating saddle, partially integral brake system with ABS, traction control.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test
Bridgestone BT 023 “F”

Dimensions + weights
Wheelbase 1515 mm, steering head angle 64.0 degrees, caster 109 mm, spring travel f / r 135/125 mm, permissible total weight 504 kg, tank capacity 25.0 liters.

Service data
Service intervals 10,000 km
Oil and filter change every 10 000 km / 4.0 liters
Motor oil 10W40
Telescopic fork oil SAE 10 W
Spark plugs NGK CR8EK
Idle speed 1100 ± 100 / min
Tire pressure front / rear 2.5 / 2.9 (2.5 / 2.9) bar
Two year guarantee
Colors brown, black, silver
Price 17 395 euros
Additional costs around 230 euros


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As with the shock absorber, the rebound stage can be changed on the fork using the knurled wheel.

Noticed

positive

  • The preload on the shock absorber can be changed in seconds using a small lever without tools. One of the two springs on the shock absorber is blocked by a Bowden cable
  • As on the shock absorber, the rebound stage can be changed on the fork using the knurled wheel

negative

  • The preload on the shock absorber can only be changed in two stages. Individual adaptation to the payload is not possible.
  • The side cases swallow full-face helmets of average size, but with larger models they reach their limits or even have to fit.

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