Launch: 2013 Yamaha FJR1300A

What, I’m wondering, exactly is the fine for impersonating a copper? It’s a valid question as there are 80 white FJR1300s giving motorists that “Ohhh shittt” feeling in NSW currently. If, and when, the NSW police upgrade to the 2013 model, you’d have to worry that their job of catching you and handing out fines would have been made easier by the improvements that the new model offers.

And the 2013 FJR1300 is exactly that, a new model. Not all-new and not just a stickerfest rehash, the 2013 shows that the Japanese are finally getting over the GFC and starting to update models at pre-2008 rates.

Even though the first glance might have you wondering what all the fuss is about, a longer look has you picking up on the subtle (and not so) changes over the previous model. The most obvious is the fairing. Running car-inspired daytime running lights, it’s the new “face” of the bike and much sharper and aggressive than before. It’s physically bigger from the front, and more protective from the saddle. The electric screen now moves faster and has a memory that’ll see it stay where you left it when the ignition’s switched off – that’s new.

There are also new removable sides to the fairing, manually removed after a Dzus clip has been spun. This takes the engine’s heat (normally directed onto the rider) and allows it to escape sideways, out away from the 25-litre fuel tank and offers cool runnings.

From the two-height adjustable seat, the view forward has gotten more high tech. It’s not exactly an iPhone 5 up there, but there are some useful changes that can be made via the laden switchgears. As with most new functions, this array of buttons looks a hellava lot more complicated than they are in operation.

There are three main modes on the scroll screen: screen height, heated grip level and information panel. These functions are operated from the left bar and the heated grips are three-way adjustable via the toggle button, and temperature adjustable via the main menu. In short, your fingers will never be cold on the FJR.

The information screen displays a wide range of useful figures: air temperature, fuel usage, two trips, etc – at the flick of a switch. Other electronics on the new machine are switchable traction control and a non-switchable ABS linked brake system. And then there’s the car-type cruise control that can be over-ridden by a touch on the brakes, clutch or a roll forward of the throttle.

There’s a combined kill/start switch that makes so much sense you wonder why all bikes don’t have one. Flick that on and the turbine-smooth engine spins into life. There’s been plenty of work done to arrive at the few-horsepower-more few-kilos -less four-cylinder that sits between the largely unchanged chassis.

From liner-less cylinders to “relaxed” piston rings, the new lump is quicker revving and freer feeling. There are two riding modes (Sport and Touring, the latter that knocks throttle response back by 30 per cent), interchangeable from the right switchgear. With the light-touch clutch pulled-in and a smooth snick from the gear selecting, it’s time to take this $25k (up $1000 from the previous FJR) for a tour of duty.

There’s more torque than at a union smoko, and it’s clear the computor-controlled throttle allows instant access to the broad range of power available. The bike’s keen for revs and gets up to speed smartly. The weight falls off as the speed increases, and the fairing’s physical size also diminishing as the bike moves.

The engine stands out as a smooth operator, however the five-speed box feels a cog short of perfection. Due to the instant nature of the throttle and the abundance of torque, there’s always instant go, even when cruising in fifth gear at 110kmh (showing barely 3k on the tacho). It can feel a bit hair-trigger, and the slightest movement on the throttle has a corresponding engine surge. With this much available, it does seem an oversight not to have an overdrive gear to relax the throttle input.

Luckily, this is where the T mode comes in. Knock the throttle off, flick a switch and the engine becomes less eager for the next rev. Doing exactly what it says, the Touring mode takes the sport’s edge off the FJR, while still giving access to plenty of mumbo for changeless overtakes. In short, the engine’s all you’ll ever need out of a sports tourer, but the mode switch is the key to spirited or relaxed riding.

One thing that isn’t so relaxing is the screen for taller riders. I’m 189cm and I couldn’t find a setting that gave me a calmness normally associated with touring. On the highest settling, the wind was directly hitting the top and sides of my helmet and making the ears ring like a 12th-round haymaker punch. I opted to run it in the lowest position most of the ride, as it was preferable to have the wind hit my top half rather than just my head. Speaking to the other journos there, it’s clear it’s just a problem with the taller guys. As yet, Yamaha doesn’t offer a taller screen, but it can’t be long until someone does.

The suspension has been updated with firmer springs and alloy pistons in the forks. The rear shock rate is between two and three times as hard as before, but damping changes mean that there’s not a hint of deflection off road bumps and imperfections. The front suspension adds to the neutral steering feel from the high bars. For a big bike it’s remarkably easy to throw into corners, though you’ll need to slightly manhandle it when the going gets funky. Ground clearance is more than adequate, though the peg’s hero blobs go down when the rider’s in sport mode. Luckily, they touch well before the exhausts or centrestand gets all Popey and kiss the tarmac.

The linked brakes are effective, allowing the rider to touch the rear pedal to slow the back only before more pressure operates both ends. This linked system means that there’s not much dive from the front, even when braking hard enough to wake the ABS.

The panniers come as standard and offer somewhere to put part of the designated 215kg load limit (including rider and pillion). The optional-extra topbox is only rated for 7kg, and there’s a single 12-volt power outlet that lives under the centrally locked glovebox to the left of the dash.

A quick glance at the day’s consumption shows that 6lt/100km was the mark for 400-500km of ‘like you stole it’ riding. I reckon the 4lt/100km mark would be easily achievable on a tour. After a day in the saddle, there was no butt-moaning and the riding position is somewhere between tourer and adventure bike. It’s an easy bike to ride far and fast, or slow and sedately.

The 2013 FJR1300 slots into a tough marketplace, especially as the European brands have pushed on while the Japanese have been licking their GFC-wounds. BMW and Triumph offer more gadgets on their top-end tourers for only a few dollars more, so the Yami could be an indication of how fickle the plush marketplace is. Yamaha claims that many sales come from previous owners upgrading and are aiming for around 200 sales this year.

So the FJR1300A is better than ever before. But does that make it good enough? The 2013 FJR1300A will be available from March, 2013 in Frosted Blade only at $24,999.

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

CHASSIS AND RUNNING GEAR
Frame type: Aluminium diamond
Front suspension: Telescopic 48mm fork, non-adjustable, 135mm travel
Rear suspension: Monoshock, adjustable for preload, 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: 289kg
Seat height: 805/825mm
Wheelbase: 1545mm
Ground clearance: 130mm
Fuel capacity: 25 litres

OTHER STUFF
Price: $24,999
Colour: Frosted Blade
Test bike supplied by: Yamaha Motor Australia, www.yamaha-motor.com.au
Warranty: 24 months, unlimited kilometres