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The FJR 1300 underwent profound changes in 2013. This “phase 3” displays a generous dynamism and frankly pleasant to detail. Her fat cat gaze gives way to that of a smirked cat; its flanks have created a new identity while providing additional protection; his turn signal warts disappear in favor of rows of leds. Yamaha elegantly succeeded in this restyling. While retaining this identity of a vessel, both powerful and imposing.
An ounce of mechanical retouching must accompany this silhouette. The 4-cylinder FJR, already generous, receives some mechanical improvements and a large electronic series. The engine block now features jacketed cylinders coated with a ceramic plating. The new system consists of applying the treatment directly to the alloy of the block. Main benefit: better heat dissipation.
Redesigned injection bodies, an improved exhaust system with half the catalyst needed, a ride-by-wire YCC-T (Yamaha Chip Controlled Throttle) type throttle – these few components contribute to more gradual acceleration. As a bonus, a ladle of additional power (2 horses and half a mkg).
Before this third generation, the FJR was only equipped with ABS with combined braking, and a robotic gearbox for the AS version. It is catching up with a lot of silicon and software. For 2013, the FJR 1300 comes with disengageable traction control (TCS), cruise control, a choice of two maps (D-mode) and automatic suspension adjustment. Let’s dwell on this a bit:
– The TCS: After the Super Tenere and the R1, the traction control is coming to the FJR. When the rear wheel begins to spin, the system instantly adjusts ignition timing, injection volume and throttle opening to maintain traction. The pilot can activate or deactivate it at will.
– Cruise control: it is activated and adjusted via two buttons on the left stalk. The speed can be adjusted in steps of 2 km / h, from 50 to 180 per hour, and this on the 3rd, 4th, or 5th gear. If necessary, just touch the brakes, clutch or accelerator to deactivate it.
– The D-mode: or how to propose a double injection mapping. In “T” mode, the arrival of power is in a cool version; rather intended for the city or for long journeys. The “S” mode engages a more sporty character, just to take advantage of the 146 horses of the beast.
The FJR AS differs from the standard version by two major characteristics. Its suspensions (next chapter) and its robotic transmission. It is similar to the sequential boxes of sports cars. Two possibilities for controlling the reports: traditionally with the foot selector or via two commands on the comodo … except that the clutch lever has disappeared. It’s a combination of sensors and an electronic control unit that takes care of everything. Once the order has been received to change the gear, the assembly takes care of engine management, clutch engagement, ignition, all with comfort and flexibility. this system weighs down the mechanical part by about 4 kg. The driver retains all the management of his driving, because the YCC-S is not a completely but semi-automatic mode: it is you who give the impetus to change gears and the gearbox does the rest of the job ( disengage, internal fork and pinion movements, throttle management, engage).
Electronic suspensions
The AS model goes further, much further in damping solutions than the standard FJR. An inverted model takes place to accommodate the elements allowing the GT with 3 tuning forks to recover to the level of requirement of the category.
As on the R1, the damping systems are separate: the compression mechanism is in the left sleeve, the rebound in the right. But that is not the most important. The major innovation brought to this FJR is the electronically controlled damping. After BMW and its ESA then Ducati and its Riding Mode, Yamaha has adopted this type of technology.
Four modes are available: pilot only, pilot with luggage, pilot and passenger, pilot and passenger with luggage. To complete, it is possible to select 3 damping forces: Soft, Medium or Hard. This gives us a total of twelve available configurations. Choose a profile, the bike then adjusts its suspensions to your liking.
Even if it means tampering with the processor, you might as well look at the electronic-automatic clutch, the YCC-S. The contribution of ride-by-wire makes it possible to refine the flexibility and speed of the system. Other changes: you can now shift gears on the foot or on the handlebars without having to make a pre-selection, and a STOP MODE function appears. By reacting to certain parameters and after having driven a certain time at low speed, the gearbox automatically returns to 1st. A pleasure solution for city driving, where you stop and go again and again.
Let’s go back to the essence of the FJR, and these little attentions that it knows how to bring. The electric bubble adopts a new shape to limit air swirls, its support is simplified, and its speed of adjustment increased (twice as fast). Various elements are updated: the stand, the commodos, the taillights, the upholstery of the saddle sides, the passenger footrests, and above all a completely redesigned dashboard. An analog tachometer on the left, two digital screens on the right. Enough to elegantly bring together a wealth of information.
The side cases are still standard, being able to hold 30 liters each and 10 kilos max. To complete the capacities, go through the options box: Akrapovic exhaust, 50-liter top-box, high screen, foot guards, hand guards, etc….
Beautiful stylistic changes, seriously increased technical package, improved power and flexibility – Yamaha has been working hard to restore the appeal of its FJR 1300. As far as performance is concerned, the FJR has already proven its worth; this version III is equipped to put them back on the front of the stage.
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Model marketed in
2013
2014
2015
Performances
-
Max speed:
about 250 km / h
The technical aspect
Yamaha FJR 1300 AS 2013
- Frame
- Frame: perimeter aluminum
- Tank: 25 liters
- Seat height: 805 mm
- Length: 2230 mm
- Width: 750 mm
- Height: 1325 mm
- Wheelbase: 1,545 mm
- Weight in running order: 296 kg
- Train before
- Telehydraulic inverted fork Ø 48 mm, deb: 135 mm
- 2 discs Ø 320mm, 4 piston calipers
- Front wheel:
120/70
– 17
- Transmission
- 5-speed gearbox
- Secondary transmission by cardan shaft
- Rear axle
- Mono-shock absorber, deb: 125 mm
- 1 disc Ø 282 mm, 2 piston caliper
- Rear wheel:
180/55
– 17
- Motor
- 4 Cylinders
in line
, 4 stroke - Cooling: Liquid cooling
- Injection Ø nc
- 2 ACT
- 4 valves per cylinder
-
1,298 cc
(79 x 66.2 mm) -
146
ch
at 8000 rpm -
14.10 mkg
at 7,000 rpm - Compression: 10.8: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Triumph 1200 TROPHY 2013
BMW K 1600 GT 2013
BMW R 1200 GS ADVENTURE 90 years 2013
Kawasaki 1400 GTR 2013
Moto-Guzzi NORGE 1200 GT 8V 2013
Honda ST 1300 PAN EUROPEAN 2013
Gallery
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