2019 Yamaha FJR1300AE review

It was an unforgettable bike launch. The location was Spain, and on consecutive days I rode two all-new models from Yamaha: the FZ1 muscle bike and FJR1300 large-capacity sportstourer. Both magnificent specimens, and plenty of concessions from the local constabulary to allow us to ride them at least partially close to their limits.

That was 18 years ago, and you can read that yarn – with a blurry cover photo so you can’t really see just how young and handsome I was – by clicking here.

I can’t recall all the fine details of that day, but I do remember some vicious cross winds pushing onto the Spanish mainland from the Mediterranean, and the FJR1300 holding its own in the extreme conditions – a real endorsement of a machine with excellent stability. It was a fine return to the big-bore sportstouring ranks for Yamaha, which had previously enjoyed some success with the FJ1200 but less with models like the GTS1000A.

MORE: Advice – how to ride in strong winds

Back in Oz, I’ve ridden the FJR1300 about a half-dozen times since then – never the electronic clutch version, though, which no longer comes Down Under – and it’s a bike that has never failed to impress against some tough competition.

But time marches on, so does the FJR1300 still possess the qualities to make people want to hand over $27,999 (plus on-road costs)?

In terms of spec, the FJR1300AE – the range-topping model in Australia – has certainly kept pace, with the last major update in 2016 when Yamaha added a long-overdue sixth gear to the 1298cc in-line four-cylinder engine, as well as an assist and slipper clutch and LED adaptive headlights. The FJR1300AE also has electronic suspension, switchable traction control, electric windscreen (with memory function), variable riding modes, non-switchable linked ABS brakes and heated grips.

The additional cog in the clean and crisp-changing gearbox has made a huge difference. Even though fifth gear was still somewhat akin to an overdrive in the pre-2016 models, which you can get away with on such a brawny, torquey engine, the addition of a sixth cog has just smoothed things out that little bit more – especially with the inherent instant nature of the computer-controlled throttle.

The end result: there’s now a real overdrive on the FJR1300AE, and it’s wonderful. Better fuel consumption is also the beneficiary of that, and we averaged about 5.5lt/100km. Factor that into a 25-litre tank, and the end result impressive.

The two riding modes, Touring and Sport, provide a discernible difference in throttle response – there’s 30 per cent more zip in Sport according to Yamaha – and if you’re consistently keen for revs and getting up to speed smartly, then that’s your mode. If your lust for revs isn’t as pronounced, Touring may be more your caper – and there’s still access to more than enough mumbo.

The two riding modes are adjustable from the right switchgear.

The clutch is light and, like so many machines which are getting up there in weight (the FJR1300AE hits the scales at 297kg wet), the carriage diminishes as the speeds increases. That was a key takeout in the Spanish launch circa 2001 and, 18 years later, the same principles still apply with a neutral steering feel.

You can throw the single-colour (Gun metal) FJR1300AE into corners with relative ease, as the front-end is the best part of the equation in my books, and with decent ground clearance (130mm). There’s not a great deal of dive, even under heavy braking.

Add pillions into the FJR equation, which I did on a few occasions, and it barely changes the dynamics. I hardly felt the presence of my wife – although I can’t say the same for my more ample-bodied work colleague, Rod… That’s where the electronic suspension came into its own to offer various preload and damping settings.

The FJR1300AE is user-friendly in so many ways, but I did struggle to find an ideal setting with the standard electric screen to produce that air of calmness which makes sportstourers so compelling for long-distance riding.

However, there is an accessory taller screen which should put the shutters up on most turbulence.

YAMAHA FJR1300AE ACCESSORIES

The big Yammie also has a two-height adjustable seat, and the panniers come standard with the bike, which you can also purchase liners for. A tank bag and top box are also in the accessories catalogue.

The asymmetric dashboard certainly isn’t a beacon of trickery, but the analogue tacho and two digital LCD clocks are perfectly fine, and the array of buttons became second nature after a while. The trip computer is comprehensive, too.

The FJR1300AE is an amazing piece of kit, really. It’s survived with only gradual updates over the journey but it remains ‘current’ thanks to its instincts and crowd-pleasing attributes that were so apparent way back in 2001.

It’s a tough marketplace – what category isn’t these days? – and while the FJR isn’t saturated with gadgets and a stereo like a BMW R 1250 RT for example, it still remains a stable, agile, powerful and comfortable sportstourer.

ENGINE
Type: Liquid-cooled, four-stroke, DOHC, 16-valve four-cylinder
Capacity: 1298cc
Compression ratio: 10.8:1
Fuel system: Electronic fuel injection
Maximum power: 141.5hp (105.5kW) at 8000rpm
Maximum torque: 134.4Nm at 7000rpm

TRANSMISSION
Type: Six speed
Final drive: Shaft
Clutch: Wet

CHASSIS AND RUNNING GEAR
Frame type: Aluminium diamond
Front suspension: Telescopic 48mm fork, 135mm travel
Rear suspension: Monoshock, electronic adjustment, 125mm travel
Front brakes: Twin 320mm discs with four-piston Nissin calipers, ABS
Rear brake: Single 282mm disc with single-piston Nissin caliper, ABS
Tyres: Front 120/70-17, rear 180/55-17

DIMENSIONS AND CAPACITIES
Rake: 26 degrees
Trail: 109mm
Claimed wet weight: 2892kg
Seat height: 805/825mm
Wheelbase: 1545mm
Ground clearance: 130mm
Fuel capacity: 25 litres

OTHER STUFF
Price: $27,999 plus on-road costs
Colour: Gun metal
Test bike supplied by: Yamaha Motor Australia
Warranty: 24 months, unlimited kilometres