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The orange highlighted text found throughout this blog (but overlooked) is a link to expand articles, view ride maps etc.

Wednesday, July 09, 2014

2014 Yamaha FJR1300 detailed review

Further updated February 2015

I have now completed about 15000km on a 2014 FJR1300 and feel able to give a detailed review of the bike and talk about some good and bad points the bike has that have not been explored in the other brief reviews online that seem mostly based on short rides. First a recap how I ended up with a FJR1300. (Feel free to skip down to the beginning of the review titled Drivetrain as this section is about how I came to own a FJR and why I did not buy other similar motorcycles)

After a series of naked/standard bikes I had been thinking maybe I should try a motorcycle designed for the sort of riding I actually do, namely touring. Like many riders I am drawn to certain motorcycles often by a look or style but I decided to buy my next bike based purely on function or equipment I thought I would like to have.

Thinking of touring three things came to mind I would like in a new motorcycle. Electronic cruise control for one. If you have never experienced it you have no idea how good it is on long tours but but wanting this eliminated many motorcycles on sale at the time of purchase May 2014. Decent protection from cold wind to extend the riding season was on my mind as it gets cold here in Japan compared to my previous country of residence and some of the best riding here is in the cool months. This then unfortunately eliminated the adventure bikes from my list since the bikini screens do not offer much in way of protection. Lastly reasonable cornering clearance, which eliminated the touring cruiser motorcycles. So now I was left the narrow field of the BMW R1200RT, BMW K1600GT, Triumph Trophy, Yamaha FJR1300 and Honda Goldwing. 

These motorcycles are all rather large but there is no smaller bike with the combination wanted. I half had my mind made up to get a BMW R1200RT that I had previously ridden in North America being the lighter of these but the bike I rented  had some electrical faults that plagued the screen and cruise control and heated grips. Then the recent stop riding order by BMW of the new R1200RT due to rear electronic suspension failure made me examine the brands reliability. Forums seem to be full of previous owners with tales of breakdowns or obscenely expensive servicing Vs new owners defending their big purchase and a few douche bags thrown in saying you only question buying one if money is an issue. Well price does not guarantee reliability as I have already discovered. They are a very old design mechanically so one would imagine to be sorted by now however BMW rate last in reliability reports while Yamaha rates 6 times more reliable. I wish I could find some honest straight talk about bikes from BMW and Ducati but unfortunately it’s either fanatical one eyed devotion or the haters that every brand seems to have. Both these groups are illogical and their opinions are of no value.

I chose the Japan designated FJR 1300A model without the electronic gear shift or electronic suspension. I played with electronic suspension on the R1200RT I previously rented and after a couple days simply left it on standard for the rest of the tour. After riding dirt bikes I lost my sensitivity regarding suspension, long as it is compliant for the bumps I don’t care. I would however option it in Australia where the roads can be terrible but here they are all beautiful so I thought this to be unnecessary weight on an already heavy bike. I felt same about the electronic gear shift option.

Even without those two electronic features there is still a lot of technology. You can read about specs galore elsewhere on the net as most reviews seem full of that but very short on actual ‘bike review’.

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Drive train

I have read people say you buy the FJR over other tourers for the engine. Not sure about that but I will admit I have grown to like it. The 1300cc engine is powerful and turbine smooth up to 4000rpm where it gets a mild buzz that you feel in the bars that is at times intrusive. Fortunately I rarely exceed this rev point such is the amount of torque available from 1000rpm. People react differently to vibrations on different types of engines. Some people dislike inline four buzz, some dislike v-twin thump, others never notice either but if you are someone who feels buzz then I rate the FJR’s low and it could be shifted up the rev range further by adding oversized heavy bar ends but with so much weight up high I am reluctant to add more. (actually if Yamaha made the bars rubber isolated like Honda does then the buzz would disappear) Anyway it is by no means bad like say the F4 engine from MV Agusta which will blur your vision but it is not silky smooth at all rpms either. Passing anything on the FJR is just a twist of the throttle in any gear, even lumbering along in 4th gear 2000rpm it will surge forward. The engine only needs regular fuel not premium. Using premium Vs regular sees no noticeable power or fuel economy difference in my back to back full tank comparisons which is a strong point here where premium fuel is much more expensive. Once run in the engine consumes an average of 5.0 litre per 100km which is very good considering the size and power however work the engine harder and that sort of economy will vanish.

There are two engine modes Touring and Sport however the power output is said by owners forums to be the same either mode. The difference is the throttle needs to be turned much more in touring mode and the initial power is softer. City mode would be a better name as it makes it easier in the lower gears in stop start traffic which can be snatchy in Sport mode. Once out of town on the open road the touring mode becomes fatiguing with the extended twist of the wrist needed. The throttle has a overly firm return spring, something I see first reported as annoying back in 2006 by the editor of AMCN magazine. Now that it is purely electronic ride by wire throttle with no mechanical apparatus there is no reason for this to exist, it just has not been updated which seems a theme with the FJR, one no doubt that many fanatical fans like but other owners like me simply find frustrating.

Not a issue but as a point of discussion in Japan everything motoring related is about hybrid or eco driving and it would have been cool from a local point of view if the electronic shift model had some sort of idle stop feature or perhaps cylinder deactivation when in cruise control mode on either gearbox models. What you do get is Eco displayed in the dash when you are riding it normally which disappears if you use the throttle more generously.

The engine in my opinion sounds pretty good. Yamaha have done a nice enough job with the exhaust which while meeting the required noise limits offers a good (for standard mufflers) sound feedback to the rider.

Some journalists, perhaps burdened with finding something irrelevant to criticise, have highlighted the gear box not having a 6th gear. But since top gear ratios rarely change in 6 speed Vs 5 speed boxes it’s food for internet trolls but actually nothing of real importance. All you are getting with another gear is a further ratio split on the way to top (not a overdrive as people are confused about) More shifting is completely unnecessary and actually a negative on an engine with this much torque. You want to be able to enjoy that, not have to dance on the gear lever like your riding a 600cc machine. On the FJR I often shift from 1st to 3rd immediately leaving the lights and out of urban areas simply leave the bike in 4th the whole time I am not on a highway. On the highway the bike is revving at about 3500rpm and you can roll on and pass anything in a blink. Seriously another gear in between the existing five won’t improve anything.

That aside the gearbox itself is unfortunately a bit clunky, maybe it has a very positive engagement is a nicer way to put it. Click into 1st at the lights results in a very loud ker-thud and slight jerk of the bike. Reminds me of shifting a old car with 3 speed auto into drive. I was calling the gearbox agricultural initially but perhaps just old school would be better. (Update it is smoothing out a bit with use). So in that context Yes it should be updated however this may be just the clutch assembly not the gearbox as a whole. At least it finds neutral easy unlike so many other boxes, and it needs to as I will now elaborate.

Old school is a term that also applies to the clutch which is no exaggeration the heaviest hydraulic motorcycle clutch I have experienced. I have to put the bike in neutral whenever stopped in traffic as after a few hours riding I cannot hold the clutch in for any length of time. I prefer manual control but I regret not getting the electronic shift now as the clutch is so heavy. By the end of the day your hand muscles are sore and you get to a stage where you groan when coming to a red light as it means having to operate the clutch. A bigger master cylinder is desperately needed. Final drive is via shaft which is excellent. Quiet with little lash and of course no lube or chain noise when riding.  

Brakes are linked with ABS. They need a strong pull on the lever to slow the bike down. They had a slightly weak initial bite but I think have bedded down to be acceptable however they do not deliver the stopping power I am used to. This may simply be due to the extra weight of this bike in motion. Like the clutch I get a sore hand by days end such is the pressure needed to be applied on the lever to stop the bike and I am not talking from speed, just regular riding. The hydraulics like the clutch are from another era. New bikes with bigger engines and clutches such as the BMW 6 cylinder have light and smooth hand controls so it really should not be this way. I have purchased new levers that can be adjusted to sit closer to the bars thus provide more leverage than the factory items which sat so far away I could barely reach them. This has helped reduce effort slightly and I now try shift between 3rd to 5th not using the clutch to also help but the FJR hand controls are one of two areas that I find so very make the bike fatiguing to ride after a few hours.

The combination of the above described brakes, clutch and gearbox at times makes me feel I am riding a older bike rather than a 2014 model. It is not impossible to adjust to, just makes me feel I am back on something like my old Triumph Speed Triple from ‘98. (which now I have researched more of course is true since it is a bike largely unchanged since release in 2001 which then was designed earlier still)

Ergonomics

Seating is excellent. The seat is height adjustable and this was another feature I wanted. I am 6’ and in the high position I find the distance to the pegs is very comfortable for all day riding. Much like BMW, Yamaha offer a ‘touring’ seat as an optional extra which is annoying considering you are buying their ‘touring’ motorcycle however the standard seat is quite good over bumps and I can easy do a couple hours on the bike before thinking of a rest. 

The position of the handle bars is very poor. Even for someone like me who is tall with long arms they are too far forward and lower than one would expect. This puts the rider into a odd semi sports bike ride position which is ridiculous on a big heavy tourer. The bars can be adjusted in 3 positions which I assumed would bring them back to a more standard position however the amount of adjustment allowed is so small to be of little benefit (only a few mm). The bike needs a fair bit of input to turn in and hold a line (more on this later) so after a couple of extended rides with a long stretch to the bars and lacking leverage I knew this was really a major design issue for anyone wanting to lean forward like riding a sports bike. I installed a bar riser plate to bring the bars up 25mm and back 40mm which given my long arms has them almost back to a neutral position but they could still come back at least another 25mm. I have not seen another FJR on the roads here in Japan yet (seriously) and the bars probably are the main reason as very few Japanese guys would have the reach needed (and not be lying on the tank). If you come from a sport bike like I presume most of the fanatics have then you may think the bars are fine but if you come from a standard/naked bike or another tourer then they are going to feel too far away.   

Wind protection is spot on. The fairing strikes a good balance between protection from cold air and allowing some breeze to the rider in summer. Some reviews have commented that the riders hands are not as shielded from wind like the other bikes in this range however I think that is one of the FJRs good points. In summer the rider can get some fresh air to his hands and into his jacket sleeves from the cuffs if wearing shorty gloves to keep arms cool which makes a big difference to rider comfort. In winter the heated grips are enough for me but you can always add hand guards or simply use those large windproof bar end mitts to cover your gloves and cuff area but you cannot remove those wide mirror on the RT that block the wind and in the +40’s  temperatures I experienced in California my arms got heat rash on the R1200RT because so little air reached them. 

The electric screen is excellent. Lowered it allows reasonably good air flow in summer and raised it stops cold wind very effectively with almost no turbulence, I can even ride with my visor up at lower speeds. The screen is perhaps the best feature of the FJR for me and one I am constantly using. During a ride it can start down in city traffic and then raised on highway returning down when slowly riding in quiet mountain back roads to feel a the cool air then raised if really up high where the air  can get cold. I don’t need so much focus on my riding gear as I can control the temperature by the screen and I get no strong buffeting turbulence unlike the short screens on adventure bikes but YMMV. Also excellent in rain providing very good protection when on the move.

The instrumentation or dash is one of the better I have encountered on a motorcycle. Made up of two LCD multi readout screens and one analogue tacho. On power up the LCD on the right displays an animation using the FJR logo and then read outs as per your selection from the multifunction trip computer. You can also see info on the heated grips, electric screen here. The main screen has fuel, speed, drive mode, gear indicator, clock and the usual warning lights. I find no need to look at the tacho with the huge torque on tap. Actually after my first couple of years riding I have never looked much at a gauges. Maybe that comes from my time riding motocross where you have no gauges. Except around cities where you must be mindful of speed I never refer to instruments at all preferring to ride by my own sense of speed and engine revs but the FJR instrumentation is well thought out and so easy to see. By Comparison I was never sure what speed I was doing on the BMW, the numbers are so small that I would need to have my reading glasses on to make them out but I only wear glasses for reading so could not ride with them on even if I wanted to. I notice the new RT has even smaller numbers, a very poor design for the target 40+ market.

Unsure if global models have these features but the Japan domestic one has a hazard lights switch located where the starter button would normally be and this is very handy item that I use when stopping to take a quick photo on side of road. The starter has been incorporated into the large power off button on the right hand side controls. This is a brilliant idea, the switch is a rocker that you flip down to start the bike and it then returns to run mode. These power off switches are really a legacy item from old bikes where you kick started them so it is nice to see someone think how to actually make better use of the limited handle bar space and try drag motorcycles into the current century. 

On the road

The FJR is a heavy motorcycle which any buyer would be well aware of however the issue for me has proved to be the weight not positioned well and so the bike is very top heavy. For example it’s large car size battery is placed in the upper fairing on the right hand side next to the dash. (yes really) Possibly the worst place it and FJR’s wiring harness could be placed for mass centralization. While on this, Yamaha have made access to the battery and fuses extremely complicated requiring disassembly of the some of the dash panels which took me over 2 hours the first time a fuse blew. Terrible design.

This lack of mass centralization shows on the road. If I compare to the BMW R1200RT you can feel the weight of the BMW in the car park or petrol station but once moving it is light to steer. The FJR rarely feels as light as the BMW on the road, I presume the high centre of gravity to be some of the difference however it requires a lot of input to initiate turn in which is hard to achieve with the bars so far away from the rider. Then once into the corner it often requires further bar input to hold a line which again is hard because of the reach to the bars. This tendency for the FJR to run slightly wide is not due to brake use or off camber roads or poor riding as the owners forums would try and blame. It just seems to be a few factors combining. Long wheel base, heavy, high COG, narrow bars positioned far forward and lazy steering angle. I must point out that when tyres are new the problem is greatly reduced so this was probably never experienced by the journalists on new bikes with a morning or afternoon small ride to evaluate the FJR. Similar you will not notice this on a test ride if the motorcycle is new but as the tyres wear the bike becomes significantly more  difficult to steer despite proper tyre pressure and an even spread of tyre wear.

Update 1. I have tried Bridgestone and Metzeler tyres so far and the problem is same on both. Speaking to a long term owner who has over 200,000km on his FJR he suggested I try Pilot Road 2 tyres and rates the OEM Bridgestone's as his least favourite tyre on the FJR and the Metzelers also a poor match, so that from someone with so many km clocked up gives me some optimism that different tyres may still further assist. 

Update 2. I have now raised the fork legs in the triple clamps 15mm, i.e. lowered the front ride height which has sharpened/increased the steering angle. This has made a difference on sweepers but not so much on tighter radius corners however the motorcycle no doubt now turns in easier. I am going to lower the forks even more now to try gain as much improvement as I can before I run into ground clearance issues.

Update 3. I have tested it now with 20mm front ride height adjustment. Not much difference to the 15mm I mentioned above, I think to go further will run into ground clearance issues. With under 1/2 a tank of fuel the difference riding now to the original height, in the way the bike turns is noticeable. Get down to 1/3 or 1/4 tank of fuel and it starts to feel quite good now even on worn tyres with more precise turning and a much easier bike to ride. Fill up and the steering returns to slow and heavy on worn tyres so weight and COG are very influential items with the FJR’s ride behaviour. 

The suspension does a reasonable job soaking up bumps but the weight of the bike can sometimes overwhelm it. Firm things up and you very quickly arrive at a touring bike that is not comfortable anymore and back it off and it will wallow around terribly. It is what it is, a heavy tourer and like the R1200RT it seems the standard setting is about the best compromise. Because I am trying to affect the steering I have backed the front preload off to soft setting and increased the rear spring preload to the firm setting in conjunction with a bit of extra front rebound damping but as I further alter the ride height I will revisit the suspension.

The FJR has a huge 25 litre fuel tank and range is 400km+. It is really great to have that long range and something I enjoy when touring. It is not hard to make rest stops and refuels coincide as I have done for years with small fuel tanks but it is nice to not have so many of my rests stops at petrol stations and not to be looking at the fuel gauge and doing the maths on the next refuel all the time. The down side of this is a lot of fuel sitting up high and when you have a full tank the bike is so top heavy.

I usually never ride at night, just too dangerous with wildlife in Australia but here the issue is less and I found myself stuck an hour from my hotel in the mountains as the last light faded. The headlights while looking big are not very powerful and I struggled to make decent pace as I could not make out the road ahead well. Look, it is really not a issue. Most riders will never be touring after sunset and I hope not to need them again either but it is worth mentioning since I am largely comparing to the rival bike from BMW which has made a feature of its high tech lighting. I recall the last time I was caught out at night on the road between Ebor and Armidale in NSW. My mates MT-01 (with very small range) had one of those stupid spring clip on fuel lines that have the habit of popping off when the o-ring gets worn and he lost fuel and ran out. I went ahead and fetched fuel but by the time we were on the road again it was pitch black. The HID lights I had installed to my bike on high were amazing, both the view distance and the clarity of vision. Anyway I doubt many people tour at night and for those willing to then adding some extra lights to the FJR is far cheaper option than the BMW.

The heated grips work very well. They have three levels controlled within the multi function menus available to rider via the mode button on the left handle bar and this system makes it very easy to see what things are set to and move between the functions while riding.

The electronic cruise control feature I wanted so much that it limited my candidates is wonderful even if I don’t use it as often as I expected I would. An oddity for Japan models is the cruise control speed is capped at 108 kph both as maximum speed and  it cannot be engaged for that speed until you drop down if going faster. The speedo at an indicated 108 kph is 8 kph fast so actual speed is exactly 100 kph. Now this isn’t really a issue for me as the national expressway highest speed is 100kph and being in a foreign land I don’t want any interaction with police so I just set it for 108 (actual 100) and kick back. If I wanted to cover ground quicker there is always some new big Lexus screaming along who can act as a ‘blocker’ for those tailing safely at 1/2 km or so behind but I really don’t have any desire to ride fast anymore and part of the reason to go to this sort of bike was to ease things.

End of a long day I find the FJR comfortable on the highway. With the screen up and cruise set it almost rides itself home. This is where the bike really works well. On the flip side if still on small back roads by end of day I find having to operate the heavy hand controls and drag the weight of the bike around tighter corners makes me very weary. 

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Fit and finish

The paint in Dusty Grey finish as it is called here looks much better in real life than in photos and while not as stylish a grey as Toyota put on their Lexus IF-S it is quite a  good finish in real life, especially when the sun has some tint like early morning or late afternoon. Middle of day or cloudy it can appear dull. Plastics and panel alignment seems tight everywhere however the heel plates became badly scuffed after just a few months and the silver finish has started to wear off. The screen had some slight marks but a few applications of plexus plastic cleaner returned it to very clear. No real issues except the heel plates.

There are two storage areas under the seats, one looks like the original battery compartment. There is also a glove box in the left hand side that central locks with the ignition off and contains a power outlet but the glove box is very small compared to say the BMW. It’s actually too small to be of much use. You cannot fit a pair of gloves in it so I should not call it a glove box, I cannot get my hand in it so it is no use for coins. You cannot fit a drink in it which was handy on the BMW, as you can see below using the 12 volt lighter power outlet to gauge the size, it is small, and if you plug a item into that socket then the box is full. I would love to put my camera in there but it won’t fit.  

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I have the factory Yamaha panniers which size wise I find strike a good balance and hold plenty without making the bike too wide. They operate by the same key and look quite stylish as far as luggage goes. The panniers are another feature I really enjoy having. It’s good to have the hard cases to put my picnic lunch and drink cooler bag in when on my rides and I also can carry all my wet gear and two seasons of gloves which is handy in a place where it can rain at any time.

The front has a LED daytime running light bar but during daytime you simply can hardly notice it when the lights are also on, which in most countries is all the time hardwired. It looks very stylish on by itself. Good on Yamaha for trying this at least. The headlights have twin height adjustment knobs in the dash. Kind of elaborate just for headlight height.

There are adjustable side panels in the fairing which you are lead to think offers the rider the option to deflect additional wind in winter however all these do according to the manual is let you undo them if riding in very hot conditions for the sake of engine cooling? It’s a shame as seems like a good idea not implemented well. With variable screen to control air why not same at the side, I’d like to see the headlight adjustment mechanics applied to the side panels instead of the lights, that would have have been a unique feature I think riders in colder areas would have appreciated.  

Summary

The FJR has some really great points. I think it is a superb long distance highway bike and also good for moderately curvy road riding. Lots of torque in a fuel efficient big engine, cruise control, comfortable seating with good cockpit aerodynamics. With the screen raised you can ride long distance in comfort.

Two things that I expected to be handy but turned out duds are the adjustable side panels and the glove box. The panels would be good idea if implemented and the glove box with its central locking also would have been great if they had not made it too small to hold anything but perhaps not things that many people will be bothered about.

Some things likely to disappoint more widely is the lack of any attempt at mass reduction or centralisation. The weight in the FJR never disappears as is often the case on other heavy bikes once rolling or after an adjustment period. On the expressway this heavy feel is fine and where there is high wind actually a bonus however most times it is not a good feature.

The heavy clutch and brakes become fatiguing by days end. The bars are too far away from the rider. Even with the raising kit in place comparing to the BMW RT and Kawasaki Concours the bars are still further away. These are in my opinion items that you can get used to but should not be that way to begin with. 

The one thing I think is a major issue is the way the FJR steers, especially when the tyres wear and when carrying its designed fuel load. I am working still to try find a solution and I may change my opinion on this but at the moment I find it tiresome and difficult to enjoy on twisty roads. If you ride canyons and national parks with good surveyed roads like in North America or Australia then I don’t think you will worried. I define twisty roads as tight mountain passes, switchbacks and ones like the road in the header photo on this page so common here.  On tight roads like these the R1200RT is without any doubt superior.

The FJR is known as a super reliable bike and it sells for 1/2 the price of its rivals here in Japan and you are not burdened with expensive servicing like owning a BMW. That is a hell of a lot of money left over for tyres, fuel, hotels and touring but if the FJR ultimately is a good deal is going to be personal. 

I guess all this sounds a bit different to online motorcycle magazines. Journalists and publishers need to tread carefully with reviews if they want to keep working with that manufacturer so you won’t find too much truth elsewhere. Actually it seems hard to find any real reviews of things these days between the paid reviews on blogs, user forums controlled by manufacturers and press releases masquerading as tests on commercial magazine sites. Honest feedback is lacking and gets diluted down to a few non committal lines. So here is a honest account based on my experiences so far.

I will update this review again as I make further improvements or reach an end.

9 comments:

  1. Intriguing stuff on the gearbox and Yamaha's 1990's mentality, a sentiment which I can fully subscribe to after having owned a XT660Z Tenere for three years. That bike too had a gearbox that probably has a picture in the dictionary for the term "agricultural". Terribly clunky, esp in first to second. No comparison to other dual sports I have ridden. Reliable bikes, but slick they are not. Now I own a KTM Duke, since I stay mostly on the road, and can say, the attitude in terms of innovation is an eye opener in comparison. Maybe the new MT range is a sign of change for Yamaha.
    Anyways, good review, great stuff in contrast to magazine reviews, which are rubbish most of the time.

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  2. I have a 2014 FJR The putting in gear from stop just pull leaver rev engine a little let it go to idle put in gear you want even feel it on up-shifts just slite pull of leaver and quick shift is smooth full pull and slow shift clunky on down shift make shift the instant your pulling leaver work throttle just like a car seems to work well bike corners well have no chicken strips but seems to drive in hard on downhill at low speed may be me laying on bars to heavy

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  3. You sound like you'd love a honda nc750x.. That is if you can do with the lesser horsepower, no traction control. And accessories that dont come as standard (heated grips,bigger screen, etc) lol

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  4. Mine has a slick shifting box, the clutch seems easy; the brakes don't need much of a pull to get abs activation. Bars are just slightly low and narrow, but work fine. I do not understand any issues you had with any of these. They all seem slick and on par with other modern bikes I've owned.
    The FJR is a dream on sweepers. Words can not describe how well it works between 60 and 130mph. No chicken strips and just a little scrape now and then on the pegs. Until the tires get square. Then it sucks like he said. This is how motorcycles act with square tires.
    I can fit an iPhone (with Otter box) and my wallet (fat with $ not spent on a BMW) in the dash box.
    Battery is in a stupid place, especially regarding the lack of access to it. Completely agree here.
    Vibration is minimal, but you can tell there is an engine running, I guess. You can spin up the rear tire coming off turns before the tc kicks in. Engine is so quiet and smooth you gotta look at the tack to keep if off the rev limiter.
    U turns are about normal for a big sport touring bike. Turns sharper than an r6. No big deal. Works fine.
    You can see the LEDs when the engine is running and lights are on.
    The adjustable fairing deflectors do what they are supposed to do.
    This is a tire shredding bike. But very smooth and docile when trying to act nice. I don't understand how the author had all those issues.

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  5. Excellent real-world review. FJR is one of the top picks to be my ride when I move to Japan, but I haven't ridden one yet. Your description on its "flaws" and its "strengths" are more or less what I was expecting, but the clanky gearbox, unwillingness to change position in-turn and being top-heavy all the time were things I had no idea about.

    The strength of the FJR lies in wide sweepers and highways. I am ok with the first, but I avoid highways all the time. So that probably makes it less suited to my needs.

    I have lately owned a Honda Pan-European, a Honda Crosstourer and a Yamaha Fazer 8. I do prefer touring bikes, but I love riding twisties more than anything else. I think I will have to do with a little less wind / weather protection and go with a Super Tenere or another Honda Crosstourer. I would totally like a BMW GS or RT, but I ride close to 40k kms a year on average, and doubt any boxer will live with me for a long time without any issues.

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    1. It is a good bike but could be made better if they just refreshed it a little. It still would be ideal for somewhere like Australia where I wanted one but they were twice the price. Here so many more roads are tight and twisty than I first imagined and now find the FJR is starting to limit my riding so I am looking at what else might still be good as the FJR at getting me to the riding roads as well as then be fun once there. Tough, maybe impossible to be best of both worlds.

      If money was no option perhaps the new Multistrada now that it has cruise control for the highway. Perhaps the RT1200 but evidence that a boxer can be reliable is lacking and service costs are obscene. Even smaller and lighter would work best once in the mountains here. Things like the Versys 650 and that size would be better fit.

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    2. Özgür Taşkın is going to love the FJR when he gets his as most of the things the reviewer criticise don't even exist except for the shift from neutral into 1st and also the placement access and top heaviness of the battery.
      I am now on my 2nd FJR, I did 156,000km's on my first with no trouble except for a recon on the slave cylinder and have now done 65,000km's on the latest one.
      I am a short 168cm high and 70kg and have no trouble throwing it around in the twisties and having fun with all but the best of the sports bike riders.
      Tires are not a problem and I get 8,000 to 10,000 k's from each set but I wouldn't touch the pilots the reviewer suggests are good as they are the only tyres that have ever given my sphincter a work out.
      Three of the guys I ride with regularly have also had FJR's and also swear by the FJR and we have travelled many 1000's of k's together.
      The one thing I now find a little difficult is the weight of the bike when manoeuvring it around in the garage as I am now in my late 60's and alas am not as strong as I once was.
      But once I get going the bike is as nimble as a child's turning pony.
      I really don't know how this guy can give this much underrated bike such a poor review.
      Oh well I guess we are all different but I would hate to see anyone put off this great bike because of such a well written but misguided review.

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  6. I totally agree with the RT reliability issue, or the lack of evidence at least, and I can't put much faith in Ducati either. I think bikes with cruise controls are usually the biggest bikes available, thus not the most noteworthy when it comes to tight roads. Hence the dilemma.

    I think I will get a SuperTenere or MT-09 Tracer. The first might be marginally better than the FJR in twisties, if any at all, but it is a newer bike with excellent wind protection and cruise control. The latter is everything you (and I) ask for, minus the cruise control.

    If you consider mid-size bikes like Versys, check out the new Tracer. I know what it costs in Japan, and it's simply a steal to be honest.

    PS: I am amazed how much information you have available on your blog. Inspirational, thank you so much.

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    1. You might be right about the Tracer. Never really noticed it before but same price as a new Versys around 1 million Yen it seems a lot more bike for the money.

      I have not given up on the FJR completely yet. Being based in Nagoya there was countless good roads within reach same day. But now based near Tokyo there is limited same day riding options and long haul to get to the better riding areas. I also love the full electric screen and wind protection which extends the ride season into otherwise too cold weather.

      Lots for me to consider yet.

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