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Slick Shift
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Yamaha FJR1300AE
Arthur Coldwells
11/01/2006
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Photography by Riles and Nelson
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Yamaha’s original FJR1300 firmly took the Sport Touring
category by the scruff of the neck when, to much acclaim in 2003, it enabled a
European-style Japanese sport/tourer to be purchased by the American public,
albeit on a special order basis. The FJR was a phenomenal success and
quickly garnered a reputation for being a spectacular touring- and
sport-friendly package, featuring a 145 hp inline-four engine, wrapped in an
alminum chassis. With an electrically adjustable windshield, shaft final drive,
a comfortable and upright riding position, and covered in a good-looking
aerodynamics package, the FJR was an excellent compromise for those
long distance riders who also had sporting aspirations in their blood.
Clearly more sport-oriented than touring, the strong engine and neutral handling
converted many buyers who would have otherwise been on less aggressive, more
conservative mounts.
 RIDING STYLE
Helmet: Shoei RF-1000 Diabolic 2
TC-5
Leathers: Alpinestars GPU Suit
Gloves: Cortech Accelerator
Boots:
Sidi Vertigo Corsa. (Click image to enlarge)
But, there were niggles, and this year Yamaha
aggressively addressed them. The fairing has been completely redesigned to
channel engine-heated air away from the rider. This is a truly welcome
improvement; I had no problem whatsoever with cooked limbs, even in the Southern
California summer heat. Riding towards the quaint town of Julian (near San
Diego, see our May/June 2006 issue), I also appreciated the slightly taller
windscreen and broader, more comfortable seat, which is adjustable for different
height riders. The final drive ratio is now taller, which drops engine revs in
all five gears, and this is especially noticeable in the top ratio, as the
engine is much less busy while cruising. Monster torque is available, as before,
so acceleration performance feels unaffected.
As the road twisted into long,
sweeping turns, the same sporting handling was as readily apparent as with the
preceding edition. With a slightly longer swingarm, the new model is a little
less twitchy, but still turns in with the same quick but neutral feel; once
on line the bike is planted and confidence inspiring. A little indiscretion from
me on an uphill right-hander at speed forced me to dial in more lean-angle,
while simultaneously coming off the throttle a bit in mid-turn; the bike
responded without drama. Braking is beautifully balanced, thanks to the linked
system; the bike stays nicely composed, even when braking hard and turning in.
The binders are predictable and powerful, adding up to a more confidence
inspiring ride.
 The most apparent difference between previous generations of
FJR and the 2006 is on the AE electric shift model. However, do not mistake the
electric shifting option for an “automatic”; this mechanism is merely
replacing the rider’s need to use the clutch; all shifts still have to be made
by the rider at the appro-priate times, either by left thumb or foot. In fact,
exactly the same transmission parts are present on both machines—and that
includes the usual clutch. The handlebar clutch lever is absent, so a system of
servo-type devices take on the job of engaging and disenga-ging the
clutch. (Click image to enlarge)
In order to move away from standstill, it is necessary to increase
engine revs slightly until you feel the clutch bite. Then, it is safe to
increase power strongly enough to accelerate away. This is not the same as your
automobile’s fluid torque converter that enables you to simply throttle hard
immediately from a standstill. No, this motorcycle requires an almost two-stage
process to make the getaway smooth. However, once underway, on-throttle power
shifts can be made with ease and perfection. There are two gear-change
actuators; one is the conventional foot lever and the other is a trigger
switch on the left handlebar that is pulled to shift up and pushed with the
thumb to shift down.
 It is an interesting system that works extremely well at
speed. On one particularly fast section of road, while tucked in behind the
windscreen, I found it fun, as well as easier and quicker, to perform
full-throttle up-shifts using the trigger, compared to the traditional
clutch/footshift method. It is awesome—real Formula 1 stuff. Downshifts are
accompanied by a computer fired throttle blip and, again, they work seamlessly.
The only time I really found the system awkward was when performing low-speed
maneuvers, such as pulling into parking lots or executing U-turns. In these
situations the workaround on the AE is application of the front brake and power
in chorus. (Click image to enlarge)
Despite its upsides, my personal preference, as a rider with
decades of experience, would be to stick with convention rather than the
auto-clutch system. That is not to decry the Yamaha idea. It truly works very
well. A potential buyer should sample both models, then base his purchasing
decision on the type of riding he is likely to be doing, while taking into
account his level of experience. Simply because of its ease of use the new
electric-shift/auto-clutch option will probably appeal to a more casual rider,
opening up sport-touring to a whole new audience of enthusiasts who otherwise
might steer clear of this type of machine. Wisely, the standard
shifting/clutching model is still being offered for those not attracted to the
new technology; kudos to Yamaha for giving us that choice and executing it so
well.
www.yamaha-motor.com |
800.962.7926
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