Yamaha XJR1300

Mr Muscle

NOT SO MUCH

OVERVIEW
Initially launched in Australia back in 1999, the XJR1300's heritage in fact stretches all the way back to 1984 - via the XJR1200, FJ1200 and FJ1100. A naked musclebike, the XJR1300 is styled after the Jap superbikes of the late '70s and early '80s, but - thankfully - has all the benefits of modern technology and construction techniques.

Its production run has so far seen it receive comprehensive revisions in 2004 and 2007, the latter instance marking the introduction of electronic fuel injection and a catalytic converter. Late 2000 to mid 2002 also saw the option of an XJR1300SP introduced alongside the standard bike - a roughly $1000 price premium got you a trick paint job, a different seat and, most notably, a set of Ohlins piggyback rear shocks. The SP model's reign was short lived - its benefits were absorbed into the standard model, and the "SP" suffix was subsequently dropped.

PRICE AND EQUIPMENT
For a price tag of $14,699 plus ORC you get you get one hefty lump of a motorcycle, with - in the best tradition of an old Jap blaster - a big-capacity in-line four at its epicentre. Wrapped around that air-cooled, 1251cc, DOHC, 16-valve donk is a tubular steel double cradle frame. Forget screens or front fairings - at speed you can hunker down behind the clocks and the headlight, chin on the tank, like any other red-blooded male…

While simplicity is at the very core of this particular retro niche, the XJR's running gear is thoroughly modern. The bank of carbies made way for electronic fuel injection two years ago, and while there's nothing remarkable about the tubular steel frame, the bumps are ironed out by quality suspension, with adjustment for preload, rebound and compression available both front and rear. Like their overstressed 'spaghetti' frames, braking was also something of an Achilles' heel for early Jap superbikes, but not so on an XJR - twin 298mm discs up front are gripped by powerful four-piston calipers, derived from an earlier version of the marque's sporting flagship, the YZF-R1. At the rear, a strong twin-piston job squeezes a sizeable 267mm disc.

You'll find an old school needle-and-clock style speedo and tacho is the main focal point of the instrumentation, but a few modern niceties have also been included - idiot lights are set into a tasteful brushed alloy surround, while a central digital LCD display shows fuel, the time and your trip meter info.

The one-piece seat is broad and plush, and pillions also benefit from a grabrail, the latter with an ockie strap mounting point on either side. The seat can be removed via the helmet lock assembly, revealing easy access to the battery and a small amount of storage space - enough for, say, a set of wet weather pants. A centrestand is provided as standard, and is easy to use.

Rubber represents one departure from the true early Jap rockets - skinny hoops have been left in the past. Our test bike was fitted with a set of Dunlop D252 Sportsmax tyres - a 120/70ZR17 at the front and 180/55ZR17 at the rear, so you're spoiled for choice when replacement time rolls around.

ON THE ROAD
Swing a leg over the XJR and there's no mistaking you're on a big, solid machine. At 795mm the seat isn't overly high, but it's broad, meaning there's a bit more of a stretch to the ground than its height alone suggests. The broad handlebars place you in an immediate feeling of control, which is a good thing - because when fully fuelled, you'll be managing over a third of a tonne of man and beast.

Turn the key in the ignition and you're greeted by the sort of start-up ritual that's now de rigeur on modern street bikes - the speedo and tacho needles sweep through an arc, while the fuel injection primes. The stock pipe permits a rather sanitised in-line four rasp, and after pulling in the heavy(ish) hydraulic clutch, first gear will snick home in a quiet and fuss-free manner.

On the go that whopping great engine is the XJR's prime point of focus - that and the chunky 11.1kg-m of torque it has the potential to churn out. Wrenching the throttle on hard from a standing start, or rocketing away from a corner apex, becomes second nature on an XJR. It's all about feeling your head snap back and your arms taking up the strain, as 1251cc of fire-breathing fury dangles a juicy carrot of anti-social behaviour before you.

There's plenty of useable go from just off tickover, while from 3000rpm onwards it streaks off at an impressive rate. However, the fun to be had at low revs is really just a support act for the truly stonking mid-range, and this is where you'll find the key to the XJR's popularity and longevity. Most of the time I found myself short shifting not far after I'd passed max torque at 6000rpm, and although you don't hit peak power until 8000rpm, I preferred to surf that towering wave of grunt. Certainly I never found reason to explore the upper limits of its rev range, where an indicated redline is set at 9500rpm.

The fuelling is crisp and it's virtually devoid of vibration - until, that is, you hit a roughly 1000rpm-wide window from 4000rpm to 5000rpm. Here I found the XJR displayed a tendency to hunt ever so slightly on a steady throttle, while a little bit of a tingle was present through the bars and pegs (just enough to blur the otherwise excellent mirrors). However, there's an easy solution here - because the XJR powerplant is so flexible, simply shift up a cog, drop the revs back, and all is right with the world.

Then we come to the XJR's handling. If it was to truly emulate an '80s Jap bullet, the XJR would have a frame made of pipe cleaners with a big hinge in the middle. Fortunately, modern technology has come to the rescue. This sizeable lump of a motorcycle acquits itself incredibly well up a winding road, where its fully adjustable suspension comes to the fore.

Take a considered approach and you'll be truly surprised how agile the XJR can be, and although it takes a little muscle to punt it fast up a tight road, it's an involving, thrilling ride - it's a real rider's bike, should the mood take you, even though there's no undue pressure to hammer its gearbox.

Of course it's a true all-rounder, in the best spirit of the Universal Japanese Motorcycle. It's a competent commuter, being narrow enough and with a generous enough steering lock to make light work of traffic congestion, while it's an able companion on the long haul too - provided you're willing to put up with the wind pressure on your upper body.

The upright ride position is another big plus here, as is the super supportive seat, the generous legroom and the ease with which you can tie down a bag on the back. Pillions are well catered for too, with a similarly relaxed ride position, a relatively low seat height and a good grabrail. Fuel economy is reasonable give the performance on offer, at 16km/lt - this gives you a workable range of 300km, which will also be appreciated on longer runs.

The XJR is finished to a high standard, with decent paint complemented by quality brackets and fittings. Given this and its overall ride quality, I'd say its $14,699 plus ORC price tag is right on the money.

A decade after it first bullied its way onto the Aussie motorcycling landscape, the XJR is still trading blows with the best of 'em. If this retro niche pushes your buttons I reckon you'll already be sold on the XJR's tough looks. Take a test ride, and you'll quickly see that even 10 years on, the brawn is still there to match the bluster.