Introduction
Introduction
Yamaha's FJR1300 was introduced in 2003, and the big bore sport tourer amassed a loyal fanbase as the years wore on. The bike was redesigned in 2006 and enjoyed mild updates for the 2011 model year, but in the context of up-to-the-moment motorcycle fashion, the FJR remains a relatively dated design.
To find out how the 2011 FJR1300A performs over the long haul, I piloted one from Los Angeles to Monterey, a sweeping roundtrip that covers some of the twistiest roads that lace through the mountains separating the central valley from the coastline.
How did the FJR handle the six-day, 1,121 mile challenge? The answer lies in the next few pages.
The Goods: A Big-Bore Sport Tourer for Long Distance Travel
The 2011 Yamaha FJR1300A is priced at $15,490, and is aimed at long distance riders who aren't interested in big, cushy touring bikes. Its 1,298cc inline 4-cylinder engine produces 141 horsepower and 99 ft-lbs of torque, and an aluminum frame and swingarm help keep wet weight at 644 pounds—far from superbike territory, but acceptable considering the standard equipment list includes two hard saddlebags, grip heaters, and a power-adjustable windscreen.
The powerplant is mated to what is easily the bike's weakest mechanical link: a 5-speed transmission, a particularly surprising feature considering the bike's long distance pretensions. Incidentally, the FJR was available in a clutchless "AE" configuration until 2009. While a Yamaha rep told me "I would not be surprised to see the technology appear on a future model in some form or fashion," the 5-speed is the only gearbox available on the FJR for the time being.
Though similar looking to its predecessors, a number of changes have been incorporated to the bike for 2011. Gearing that's 2.7 percent taller keeps the engine less busy at highway speeds, and a longer swingarm bolsters stability. A new aluminum subframes accommodates an updated seat with a handle that makes it easier to lift the bike off the center stand. A new headlight assembly now features an aiming knob for each side, and a new digital display boasts more legibility and a gear position indicator. The windshield is now taller and has been moved closer to the rider, and air ducts have been added to reduce buffeting.
Airflow has also been re-worked so hot air is directed away from the rider, with a new heat shield aiding the effort. Adjustable louvers at the knee area also enable the engine to shed heat more easily, and the footpegs have been moved forward, downward, and outward for less knee bending and more passenger comfort.
The FJR's saddlebags have revised mounting points and are 2 inches narrower overall, and are each big enough to hold a large, full-face helmet. Styling has also been subtly updated with a tweaked nose and rear view mirrors, side strakes and FJR decals removed from the fairing, and clear turn signals on the tail light.
Swing a Leg Over: Easy Reach, Upright Seat
Is it a sportbike or a touring bike?
Peer over the FJR's sculpted tank, and you might be hard pressed to decide. Especially in its lowest position (31.69 inches above pavement), the knee bend was a bit deep and sporty for this 5 foot, 11 inch rider; at least the taller (32.48 inch) setting felt more accommodating for my six day ride. Handlebars are elevated for an easy reach, and they can be adjusted to one of three positions, offering a more conventional, upright (and touring friendly) body posture.
My test bike felt just right, so I didn't mess with the bars.
A small storage compartment on the left side of the fairing offers enough space for a cell phone and a pair of glasses, but can't be unlocked unless the key is turned in the ignition. Trip computer screens on the LCD display can be toggled using small rubber buttons, but its position on the right side of the dash makes for an awkward reach at speed. And though it now offers more information than its predecessor (including a handy digital gear indicator), we'd happily trade instant fuel economy data for an estimated mileage range, which the system lacks.
Once aboard the FJR, there's a distinct feeling of sitting in the bike, not on the bike, despite the relatively upright posture. The cradle of the saddle is relatively low, and the rider's legs feel well protected behind fairing vents, where louvers can be opened using a Phillips screwdriver. You feel a bit of the bike's 644 pound heft when you lift it off the sidestand, and if you're close to my 185 pound frame, you might struggle to get the bike up on its center stand when the saddlebags are loaded up.
But as you'll find out in the next section, that weight quickly dissipates, largely thanks to suspension tuning and the 141 horsepower mill's lustiness.
Road Manners: High-Speed Stability and All-Day Comfort… But Where's 6th Gear?
Cruise along at low speeds, and the FJR1300 moves along with a vague feeling of top-heaviness, though light steering aids its ability to negotiate parking lots and tight quarters. But this big rig isn't intended as an urban runabout and when you're traveling above 30 mph or so, it starts to feel more in its element; the transmission clicks securely into each gear, the breadth of the engine's prodigious powerband becomes more apparent, and the FJR shows more willingness to lean into corners than you might expect, considering its large footprint.
Though it doesn’t steer with unnerving quickness or change direction too suddenly, the FJR negotiates winding roads with stability and precision, handling surface irregularities easily and effortlessly, with good balance and reassuring predictability. There's still a bit more forethought required while managing twisty roads and noticeable lift from the shaft drive during lower speed mid-corner throttle application, but considering the FJR's saddlebags, ergonomics, and built-in creature comforts, it acquits itself nicely in the area of handling.
Twist the throttle at low rpms and you'll detect some fueling abruptness, but once the power pours on a silky smooth rush will propel you until the engine winds its way to its 9,000 rpm redline. Thanks to the combination of copious torque and relatively tall gearing, you'll rarely hit the crimson section of the tachometer—but it's certainly fun to aim for maximum revs, which yields impressive power and quickly achieves serious speeds. But if you're a creature of habit and accustomed to having six gears to choose from, the FJR's 5-speed transmission will leave you clicking the left foot pedal for more.
75 mph cruising leaves the tach at just under 4,000 rpm—a reasonably mellow engine speed indeed, though one can't help but wonder how much lower it could have gone if the super flexible motor had one more gear to work with. The FJR's brakes are similarly powerful, with a linked setup that enables you to drag the rears without touching the front lever most of the time. The anti-lock system isn't too intrusive, but works effectively when summoned.
I found wind turbulence to be a bit intrusive even with the screen in the top position, though the flow was much more tolerable when I wore earplugs inside my full-face helmet—my riding buddy's 2010 FJR was equipped with an aftermarket add-on which acts as an airfoil to lift wind above the rider's head. But my FJR's airflow management worked remarkably well while riding through Big Sur, where the notoriously cool, onshore breezes from the Pacific proved no match for the bike's excellent wind protection and powerful grip heaters. The heaters were, in fact, so effective that I rarely used them in their highest setting. And though the saddle isn't quite the cushiest I've tested, it's plenty comfortable for all-day rides, which are aided by the FJR's accommodating ergonomics and large, 6.6 gallon fuel tank.
The incremental changes made to the 2011 Yamaha FJR1300A are certainly more evolution than revolution, but those tweaks help keep this $15,490 bike a compelling option in the face of newer, flashier, and pricier sport tourers.
For instance, take Honda's $15,999 VFR1200F; though it's a slicker, higher-tech package than the FJR, to equip it similarly requires adding a 12V accessory socket ($100), a centerstand ($250), saddlebags ($1,399), heated grips ($349), and a windscreen deflector ($250.) At the end of the day, a comparably equipped VFR will run $18,348— though the Honda does, like all other bikes in this segment, have a sixth gear the FJR lacks.
The $15,599 Kawasaki Concours 14 ABS offers stiffer pricing competition and the $13,399 Triumph Sprint GT offers an even stronger value, while the BMW K1200S swings to the other side of the pendulum, with its price starting at $15,850 and jumping to $18,100 for a premium package which adds gear shift assistant, electronic suspension, heated grips, and more.
Though it lacks the more modernist designs and a few of the bells and whistles found among its competitors, the Yamaha FJR1300A is a quick, stable, and engaging long distance tourer with a lengthy list of standard features and an appropriately positioned sticker price.
If you're absolutely fixated on having six gears and are irked by the FJR1300's aging bodywork, you might want to shop elsewhere. But if you still see beauty in its lines and can forgive it for lacking a sixth gear, the FJR1300 should fulfill your sport touring needs with a surprising amount of satisfaction, especially considering this Yamaha is no new kid on the block.
Yamaha's FJR1300 was introduced in 2003, and the big bore sport tourer amassed a loyal fanbase as the years wore on. The bike was redesigned in 2006 and enjoyed mild updates for the 2011 model year, but in the context of up-to-the-moment motorcycle fashion, the FJR remains a relatively dated design.
To find out how the 2011 FJR1300A performs over the long haul, I piloted one from Los Angeles to Monterey, a sweeping roundtrip that covers some of the twistiest roads that lace through the mountains separating the central valley from the coastline.
How did the FJR handle the six-day, 1,121 mile challenge? The answer lies in the next few pages.
The Goods: A Big-Bore Sport Tourer for Long Distance Travel
The 2011 Yamaha FJR1300A is priced at $15,490, and is aimed at long distance riders who aren't interested in big, cushy touring bikes. Its 1,298cc inline 4-cylinder engine produces 141 horsepower and 99 ft-lbs of torque, and an aluminum frame and swingarm help keep wet weight at 644 pounds—far from superbike territory, but acceptable considering the standard equipment list includes two hard saddlebags, grip heaters, and a power-adjustable windscreen.
The powerplant is mated to what is easily the bike's weakest mechanical link: a 5-speed transmission, a particularly surprising feature considering the bike's long distance pretensions. Incidentally, the FJR was available in a clutchless "AE" configuration until 2009. While a Yamaha rep told me "I would not be surprised to see the technology appear on a future model in some form or fashion," the 5-speed is the only gearbox available on the FJR for the time being.
Though similar looking to its predecessors, a number of changes have been incorporated to the bike for 2011. Gearing that's 2.7 percent taller keeps the engine less busy at highway speeds, and a longer swingarm bolsters stability. A new aluminum subframes accommodates an updated seat with a handle that makes it easier to lift the bike off the center stand. A new headlight assembly now features an aiming knob for each side, and a new digital display boasts more legibility and a gear position indicator. The windshield is now taller and has been moved closer to the rider, and air ducts have been added to reduce buffeting.
Airflow has also been re-worked so hot air is directed away from the rider, with a new heat shield aiding the effort. Adjustable louvers at the knee area also enable the engine to shed heat more easily, and the footpegs have been moved forward, downward, and outward for less knee bending and more passenger comfort.
The FJR's saddlebags have revised mounting points and are 2 inches narrower overall, and are each big enough to hold a large, full-face helmet. Styling has also been subtly updated with a tweaked nose and rear view mirrors, side strakes and FJR decals removed from the fairing, and clear turn signals on the tail light.
Swing a Leg Over: Easy Reach, Upright Seat
Is it a sportbike or a touring bike?
Peer over the FJR's sculpted tank, and you might be hard pressed to decide. Especially in its lowest position (31.69 inches above pavement), the knee bend was a bit deep and sporty for this 5 foot, 11 inch rider; at least the taller (32.48 inch) setting felt more accommodating for my six day ride. Handlebars are elevated for an easy reach, and they can be adjusted to one of three positions, offering a more conventional, upright (and touring friendly) body posture.
My test bike felt just right, so I didn't mess with the bars.
A small storage compartment on the left side of the fairing offers enough space for a cell phone and a pair of glasses, but can't be unlocked unless the key is turned in the ignition. Trip computer screens on the LCD display can be toggled using small rubber buttons, but its position on the right side of the dash makes for an awkward reach at speed. And though it now offers more information than its predecessor (including a handy digital gear indicator), we'd happily trade instant fuel economy data for an estimated mileage range, which the system lacks.
Once aboard the FJR, there's a distinct feeling of sitting in the bike, not on the bike, despite the relatively upright posture. The cradle of the saddle is relatively low, and the rider's legs feel well protected behind fairing vents, where louvers can be opened using a Phillips screwdriver. You feel a bit of the bike's 644 pound heft when you lift it off the sidestand, and if you're close to my 185 pound frame, you might struggle to get the bike up on its center stand when the saddlebags are loaded up.
But as you'll find out in the next section, that weight quickly dissipates, largely thanks to suspension tuning and the 141 horsepower mill's lustiness.
Road Manners: High-Speed Stability and All-Day Comfort… But Where's 6th Gear?
Cruise along at low speeds, and the FJR1300 moves along with a vague feeling of top-heaviness, though light steering aids its ability to negotiate parking lots and tight quarters. But this big rig isn't intended as an urban runabout and when you're traveling above 30 mph or so, it starts to feel more in its element; the transmission clicks securely into each gear, the breadth of the engine's prodigious powerband becomes more apparent, and the FJR shows more willingness to lean into corners than you might expect, considering its large footprint.
Though it doesn’t steer with unnerving quickness or change direction too suddenly, the FJR negotiates winding roads with stability and precision, handling surface irregularities easily and effortlessly, with good balance and reassuring predictability. There's still a bit more forethought required while managing twisty roads and noticeable lift from the shaft drive during lower speed mid-corner throttle application, but considering the FJR's saddlebags, ergonomics, and built-in creature comforts, it acquits itself nicely in the area of handling.
Twist the throttle at low rpms and you'll detect some fueling abruptness, but once the power pours on a silky smooth rush will propel you until the engine winds its way to its 9,000 rpm redline. Thanks to the combination of copious torque and relatively tall gearing, you'll rarely hit the crimson section of the tachometer—but it's certainly fun to aim for maximum revs, which yields impressive power and quickly achieves serious speeds. But if you're a creature of habit and accustomed to having six gears to choose from, the FJR's 5-speed transmission will leave you clicking the left foot pedal for more.
75 mph cruising leaves the tach at just under 4,000 rpm—a reasonably mellow engine speed indeed, though one can't help but wonder how much lower it could have gone if the super flexible motor had one more gear to work with. The FJR's brakes are similarly powerful, with a linked setup that enables you to drag the rears without touching the front lever most of the time. The anti-lock system isn't too intrusive, but works effectively when summoned.
I found wind turbulence to be a bit intrusive even with the screen in the top position, though the flow was much more tolerable when I wore earplugs inside my full-face helmet—my riding buddy's 2010 FJR was equipped with an aftermarket add-on which acts as an airfoil to lift wind above the rider's head. But my FJR's airflow management worked remarkably well while riding through Big Sur, where the notoriously cool, onshore breezes from the Pacific proved no match for the bike's excellent wind protection and powerful grip heaters. The heaters were, in fact, so effective that I rarely used them in their highest setting. And though the saddle isn't quite the cushiest I've tested, it's plenty comfortable for all-day rides, which are aided by the FJR's accommodating ergonomics and large, 6.6 gallon fuel tank.
The incremental changes made to the 2011 Yamaha FJR1300A are certainly more evolution than revolution, but those tweaks help keep this $15,490 bike a compelling option in the face of newer, flashier, and pricier sport tourers.
For instance, take Honda's $15,999 VFR1200F; though it's a slicker, higher-tech package than the FJR, to equip it similarly requires adding a 12V accessory socket ($100), a centerstand ($250), saddlebags ($1,399), heated grips ($349), and a windscreen deflector ($250.) At the end of the day, a comparably equipped VFR will run $18,348— though the Honda does, like all other bikes in this segment, have a sixth gear the FJR lacks.
The $15,599 Kawasaki Concours 14 ABS offers stiffer pricing competition and the $13,399 Triumph Sprint GT offers an even stronger value, while the BMW K1200S swings to the other side of the pendulum, with its price starting at $15,850 and jumping to $18,100 for a premium package which adds gear shift assistant, electronic suspension, heated grips, and more.
Though it lacks the more modernist designs and a few of the bells and whistles found among its competitors, the Yamaha FJR1300A is a quick, stable, and engaging long distance tourer with a lengthy list of standard features and an appropriately positioned sticker price.
If you're absolutely fixated on having six gears and are irked by the FJR1300's aging bodywork, you might want to shop elsewhere. But if you still see beauty in its lines and can forgive it for lacking a sixth gear, the FJR1300 should fulfill your sport touring needs with a surprising amount of satisfaction, especially considering this Yamaha is no new kid on the block.
Specifications
- Engine: Liquid-cooled, fuel-injected 1,298cc inline-4
- Output: 141 horsepower, 99 ft-lbs
- Transmission: 5-speed
- Final drive: Shaft
- Frame: Hollow-cast aluminum
- Swingarm: Aluminum
- Rake: 26º, Trail: 109mm
- Front Suspension: Preload, compression, and rebound-adjustable fork
- Rear Suspension: Preload, rebound-adjustable
- Front Brakes: Dual 320mm disc, eight-piston linked with ABS
- Rear Brakes: Single 282mm disc, two-piston linked with ABS
- Braking System: Front brakes operate independently; rear brakes activate both rear brakes and two pistons of the front brakes
- Seat Height: 31.69 inches (in low position), 32.48 inches (in high position)
- Standard grip heaters, hard saddlebags, and 12V DC power supply
- Fuel Capacity: 6.6 gallons
- Estimated Fuel Economy: 39 mpg
- Wet Weight: 644 pounds
- Colors: Liquid Silver
- Price: $15,490
Who Should Buy the 2011 Yamaha FJR1300A?
Speed hungry long distance touring riders who don’t mind a perfectly competent bike with less-than-cutting-edge design.
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