2006 Yamaha FJR1300 First Ride — Motorcycle USA

8 Мар 2015 | Author: | Комментарии к записи 2006 Yamaha FJR1300 First Ride — Motorcycle USA отключены
Yamaha FJR 1300 AE

2006 Yamaha FJR1300 Ride

Yamaha’s FJR1300 was a major player in the sport-touring and it gets even better for

If you want to go sport-touring and need to go we judged Yamaha’s FJR1300 as the top dog in our Sport-Touring Shootout. Although the FJR the most powerful (Kawasaki or the most luxurious (Honda its hunger for speed combined its far-ranging versatility made it our favorite.

Still, the Supersport-Tourer, as likes to describe it, was not without a few It shedded gobs of heat in weather, its electrically adjustable had airflow troubles, it was a little at elevated speeds, and it lacked of the plethora of amenities available on the

With the 2006 edition, the Yamaha has addressed its few drawbacks and it a fresh styling update. And the AE version is fitted with a automatic clutch and a remote toggle on its left handlebar.

We were given the opportunity to both FJRs in the varied of San Diego County, from to freeways to undulating backroads. The edition proved to be even than the earlier examples in every way, though we did to spot a couple of minor

The ’06 FJR displays a few cosmetic like new headlights, twin-stalk and improved fairing venting. in this picture are its adjustable at the trailing edge of the side in their extended position, helping to shed heat.

As by the bike’s FJR1300A nomenclature, brakes are now a standard feature of 2006 FJR, upping the price to $13,499. Also new is a Braking System, which is way of saying linked brakes. The brake lever actuates six of pistons in the monoblock, differential-bore calipers, while the brake actuates the rearward two of four in the right front caliper, in to the rear brake.

To maintain pad wear, the brake-pedal-activated front are smaller and bite on smaller than the other three

A pre-ride walk-around reveals new details, led by an updated headlight (with dual remote adjustments) that is flanked by air slots, just part of mods aimed at improving air throughout the bike. The fairing’s panels are familiar but a bit cleaner, and new mirrors are a sharp addition are also an improvement in function, as lenses swivel inside housings to deliver a variety of A trained FJR spotter will a new taillight with clear lenses, and an even keener eye notice the same excellent saddlebags are positioned a lane-splittingly 2 inches closer together.

In the cockpit, a tidier dual-ring cluster is augmented by an LCD info that includes new functions as a gear-position indicator, ambient air and computer-derived fuel mileage both real-time and average. are seemingly insignificant additions, but useful and gratifying tools to on a bike that likes to be as much as the FJR. A revised bin now includes a DC power jack, yet handy new feature.

The 1298cc provides plenty of oomph to off the line at stoplights. Plus, the plays nice enough to up with the stringent Euro 3 measures.

The 1300’s seat has now made adjustable for height. It the same 31.7 inches the ground in its low position, but it can be slotted a roomier 32.5-inch height, both tall and/or riders. A new aluminum subframe the adjustable seat base and a handle for heaving the bike its centerstand.

Fine-tuning the FJR further to its rider are handlebars that are over an 11mm range via positions. All FJR passengers will more expansive legroom, as pegs are now 0.8-inch lower and a 1.6 inches forward.

Riding city traffic on our way from our downtown hotel, the FJR feels like a fat sportbike with ergos than a portly Riders under 5’9 probably prefer to have the in its low position for commuting duties; in its setting, I couldn’t flat-foot at with my 32-inch inseam I could in the lower configuration. The brakes proved to be unobtrusive in even if I’ll always to have individual control.

just half of one front is actuated by the brake pedal, the low pressure demanded during maneuvers results in very front brake application, prevents unnecessary nose-diving at speeds, which was the kind of that gave early of linked brakes a bad rap.

With 1298cc of steam on there’s no shortage of low-end to whisk you away from despite final-drive gearing is now 2.7% taller. The burly engine is claimed to make the power as before (which we at 122.5 hp @ 7000 rpm and 87.8 at 5800 revs), though now been made Euro 3 with four three-way and a heated oxygen sensor.

The FJR a competent suspension system, a fork that bests of its class competition by allowing for preload as well as compression and damping.

Some construction on the out of town was a good test of the revised suspension. Spring are up front and rear, but suppleness is via an additional fork bushing is said to provide less and by a 1.2-inch longer wheelbase to a lengthened swingarm. Its suspension are appropriate for sport-touring duty, to be quite elastic on the highway and controlled in the twisty bits.

some other S-Ts, the fork is adjustable for preload and and rebound damping, so it can be tuned in to a preference. Its shock is adjustable for rebound damping and two-position

As traffic began to thin, I was able to tune in to the FJR. Its triangle is one of the most neutral in finding that satisfying but just right feeling Goldilocks digs. Its taller brings down revs 4000 to 3500 rpm at a 70-mph

Vibration only intrudes past 4500 revs, above the speed limits. And if you the Autobahn, you’ll be happy to the FJR cruises comfortably at 110 mph and can spin its to 145.

Yamaha has refined the electrically adjustable windscreen the years, and they’ve got it right time around. In its upper the windscreen now goes 1 inch and 2 inches closer to the rider. below the windscreen and behind the reduce negative air pressure to the reverse airflow that a rider forward when the old was in its highest position.

Nearly should be able to find a spot in the windshield’s range to without buffeting.

For those the FJR is more than capable of along at triple-digit speeds. We a standard-transmission model to show you the of catalytic converters, demonstrating our to the environment if not traffic laws.

As we rode inland, the FJR’s air thermometer began to rise the high 80s, a temperature would on the old bike ignite a wave of heat to waft a rider. Yamaha’s engineers spent a bunch of time to solve this shortcoming, as happy to report there’s no for asbestos Fruit of the Looms the 2006 edition.

A whole of changes to the management of airflow the bike have been to better disperse hot air from the and engine and away from the A newly curved radiator now the number of fans to two, push hot air slightly outward of being trapped in the fairing or on the rider. A heat shield has added on top of the engine, with a air channel below the fuel that aids in removing air.

Cooling air also under the windscreen and via intakes on side of the headlights and through a underneath the gauges. In addition, louvers in the knee area can be outward for augmented airflow, it was difficult to notice the difference.

One of the key of the FJR over the ST1300 has been its sporting potential. The Yamaha lost that lead, the margin has been made smaller with this edition. Its steering geometry rake and 109mm of trail) is but its extended wheelbase (to 60.8 somewhat mutes its agility.

its claimed weight jumps 29 which should see it scale in 646 lbs, now just 32 lbs less Honda’s ST.

The FJR’s steering are pleasantly neutral, with its and upright ‘bars providing leverage for leaning it over Most of the journalists in our riding didn’t have much dragging the FJR’s pegs cornering, but we’re not typical of the normal users; Yamaha cornering clearance wasn’t an for FJR owners when they surveyed. Heavy riders or with passengers will the shock’s preload lever set to its setting, especially when tackling corners.

The FJR’s potential is still its greatest demonstrated by Duke here as he its footpeg feelers through a

Two slight handling niggles The FJR’s engine response can be when reapplying throttle, is a step backward from the reaction from the previous model. The condition isn’t as bad as on the new but it’s unwanted nonetheless. It confidence at a corner’s apex, and made more frustrating by a throttle spring.

Also, I that forceful steering during a particularly hairball on an empty road induced a bit of flex, perhaps due to the longer Still, the FJR is actually a very handler in most anyone’s situations.

After a long day in the the revamped FJR proved to be an upgrade in every way. It’s one of the fastest ways to sprint the country, and now it’s been with greater comfort, and adjustability that improve the experience.

What’s not to like? my right wrist was sore at the end of our perhaps due to the heavy throttle The FJR also has stiff hand that we complained about in our test. Finally, the bike be better with a few other amenities.

Self-canceling turnsignals are now in this price class, and control would be a nice Thermostatically adjustable heated are a $300 dealer-installed option.

A gripe we had on the FJR was an abrupt engine when reapplying the throttle, sapped confidence in the apex, confidence is most handy.

Yamaha FJR 1300 AE

At an of $13,499, the improved FJR lists for an $300 over last ABS-equipped bike, which is reasonable considering all its upgrades, but a whopping $1900 more the non-ABS model retailed for in However, the new FJR easily undercuts the ABS-equipped ST1300’s $15,099 and it’s still the Supersport-Tourer to BMW’s new K1200GT has the potential to the deck.

But Wait, There’s

If you see a Cerulean Silver 2006 you’re looking at a very motorcycle, the FJR1300AE. Fitted the same upgrades as the standard Blue FJR-A, the AE also an intriguing automatic clutch and shifting system. Called (Yamaha Chip Controlled the arrangement banishes the clutch to the scrap heap.

Yamaha is not to describe YCC-S as an automatic Rather, it’s the same transmission but its clutch is controlled according to various sensor just like your hand. The remote shifter is a system that works in with the auto-clutch via a sophisticated Shifts can be made in two ways: The manner with the foot lever or via a push/pull toggle on the handlebar, both actuating an shifter.

One other distinction is the shift that places neutral below first gear.

We the FJR’s added comfort and amenities, but the bike could be better with the addition of hand grips, a lighter spring, and self-canceling turnsignals.

away from a stop is a bit at first, as a rider is unsure how throttle needs to be applied the auto clutch decides to its engagement. Get too hasty and the FJR AE lurches like an uncertain MSF student. a patient hand can direct an getaway.

The system is most during low-speed maneuvers a carefully controlled shot of is needed to balance the bike. is a tiny but worrying moment the clutch delivers what you For non-experts and those who are familiar a CVT’s centrifugal clutch YCC-S can be a useful application. It simplifies the duties for a commuter in stop-and-go traffic.

However, is simply no way that any auto-clutch can be as quickly reactive as an expert clutch hand.

The shifting of YCC-S is similarly a mixed We like how it is a fully manual so the bike changes gears when the rider commands The trick aspect is the electric that is triggered either by the shifter or by a hand-actuated toggle on the handlebar (that must be on to operate).

Those of you imagining gear changes will be The shift itself happens but the time it takes for the clutch to and reapply after the shift it a slower process than a conventional transmission. Because of the standard FJR is the preferred mount for down your R1 buddies a twisty road.

The AE’s auto-clutch and remote shifting would be a solid match for Duke refers to as those who a more leisurely attitude riding.

Instead, YCC-S is best for those who take a more attitude toward riding. Let the vast spread of torque you along at moderate revs, revel in the unique delight of only your left finger (assuming you have mine was eaten during a highside in a race) to smoothly Downshifts are also smooth, at rational street revs.

said, high-rev downshifts are better controlled than imagined the system could

The FJR1300AE’s price tag is a significant increase over the FJR-A, the package also includes grips, which is a $300 option on the base model. The is speed sensitive, so the heating throw less heat riding slowly. The thermostat is a located near the storage box.

Whether the benefits of are worth the extra money is a call. For me, I’d save the and get the standard transmission. Early-adopters and riders will appreciate the new system that is bound to get better over time.

one day we’ll see a YZF-R1 with the toggle shifter but without the

Yamaha says the AE was made to the appeal by offering more function, and its mission is mostly The company claims that 30% of its orders during its Priority program were for the AE, although has made an extra production run of the model to fulfill demand.

In an upsurge in FJR sales resulted in the achieving a solid 28% market in the category. With the considerable to the 2006 model and the special AE we expect that number to

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Yamaha FJR 1300 AE
Yamaha FJR 1300 AE
Yamaha FJR 1300 AE
Yamaha FJR 1300 AE


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