Yamaha FJR 1300AE




Make Model

Yamaha FJR 1300AE




Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder.


1298 cc / 79.2 cu-in
Bore x Stroke 79 x 66.2 mm
Compression Ratio 10.8:1
Cooling System Liquid cooled
Lubrication Wet sump


Electronic Fuel Injection
Engine Oil Synthetic, 20W/40


TCI (Transistor Controlled Ignition)
Spark Plug NGK, CR8E
Starting Electric

Max Power

145 hp / 105.7 kW @ 8500 rpm

Max Torque

125 Nm / 13.7kgf-m @ 6000 rpm
Clutch Wet, multiple discs, cable operated


5 Speed  Yamaha Chip-Controlled Shift (YCC-S)
Final Drive Shaft
Frame Aluminium, twin spar

Front Suspension

48mm upside-down telescopic fork w/adjustable preload, compression and rebound damping;
Front Wheel Travel 137 mm / 5.3 in

Rear Suspension

Single shock, link-type, w/adjustable preload and rebound damping;
Rear Wheel Travel 129 mm / 4.9 in

Front Brakes

2x 320mm discs 4 piston calipers

Rear Brakes

Single 283mm disc  2 piston caliper

Front Tyre

120/70 ZR17

Rear Tyre

180/55 ZR17

Length 2230 mm /  87.8 in. 

Width  749.3 mm / 29.5 in. 

Height 1455 mm / 57.3 in.

Wheelbase 1544.3 mm  /  60.8 in
Ground Clearance 130 mm  /  5.1 in.
Rake 26.0į
Trail 102 mm  / 4.3 in.
Seat Height 805 mm - 825.5 mm  /  31.7 in - 32.5 in.

Dry Weight

264 kg / 582 lbs
Wet Weight 292 kg  /  644 lbs

Fuel Capacity

25 Liters   /  6.6 gal

Standing ľ Mile  

11.4 sec

Top Speed

244.9 km/h / 152.1 mph


The FJR1300 has a reputation as one of the world's great sport touring motorcycles. The "AE" designation puts and interesting spin on an incredible bike. The YCC-S system with its auto clutch and convenient hand operated electric shifting has revolutionized Sport Touring. Betcha most riders own an automatic car.... hummm.

YCC-S Ö four letters that have revolutionized the Sport Touring segment.  Last year the engineers at Yamaha focused their attention on improving rider comfort with revised bodywork, improved air management and a unified braking system. For 2008, the FJR auto clutch sports a new ABS System, revised windshield and changes to the transmission and auto clutch for even smoother shifting. Performance, comfort, and convenience. Sport Touring has never been so effortless.


1298 cc / 79.2 cu-incc, DOHC, 16-valve, liquid-cooled in-line four engine delivers massive power and torque (145 hp @ 8500 rpm and 99.1 ft-lbs of torque @ 6000 rpm) for an unequaled spread of muscle over a wide RPM range. Red line is a low 9,000 rpm for extended engine life.

State-of-the-art engine uses advanced technology found on the legendary R1 such as a slant block design, stacked "Tri-Axis" transmission, fuel injection etc.

One-piece cylinder and upper crankcase assembly provides tremendous engine rigidity that's lighter and stiffer than two-piece designs.

Engine is a fully stressed chassis member, allowing for a lightweight frame design.

Lightweight forged pistons with carburized connecting rods provide superb strength and reduced reciprocating mass for outstanding engine response and durability.

Ceramic composite cylinder bores ensure greater heat dissipation, reduced frictional losses and extended cylinder wear life.

Specially designed four-valve per cylinder head features compact, side-driven double-overhead camshafts providing outstanding low to mid rpm torque and horsepower for effortless sport touring and effortless passing power.

Advanced electronic fuel injection (EFI) system is ideal for long-distance sport-touring. The 42mm throttle body fuel injection system with 4-hole Nippon injectors delivering crisp, seamless throttle response regardless of weather or altitude. This system also enhances fuel economy, reduces emissions and offers instant, choke-free starting.

EFI system features a Throttle Position Sensor (TPS), which monitors throttle position and, in conjunction with a variety of sensors (air intake temperature/pressure, atmospheric pressure, coolant temperature, crankshaft position and engine rpm), ensures precise injection intervals and ignition timing for optimal engine performance.

Revised throttle pulley shape for improved driveability Ö smoother throttle action and improved throttle feeling (throttle cables connect to the throttle pulley which is connected to the throttle bodies).


Specially designed, low-vibration crankshaft features two gear-driven secondary counterbalancers delivering a smooth ride, which enhances both rider and passenger comfort.

Compact engine design uses a stacked "Tri-Axis" transmission (transmission shafts are stacked to minimize powerplant size front to back). The stacked design reduces engine length and centralizes mass, thereby allowing the engineers the ability to place the engine in the "sweet spot" of the frame for optimized front and rear weight distribution which provides excellent handling characteristics.

Revolutionary wide ratio, 5-speed transmission with newly designed Yamaha Chip Control Shifting (YCC-S) utilizes widely spaced gear ratios to deliver relaxed long-distance sport touring performance combined with seamless acceleration Ö all without a have to engage or disengage a clutch.

Middle gear damper spring load is increased for improved feeling at clutch engagement and better shifting feel overall.

Revised 3rd and 4th pinion gears feature an additional engagement dog for improved shifting feeling

Yamaha Chip Controlled shifting (YCC-S) is an industry first on a sport touring machine. The most noticeable difference is the lack of a clutch lever on the FJR1300AE. The YCC-S system uses two electronically controlled actuators Ö one for the clutch and one for shifting. The rider has the option of shifting with via a conveniently located handlebar switch or using the conventional foot shifter. The big difference is there is no clutching involved. Shift changes are smoother than a conventional manual clutch system and the foot shifter effort has been reduced with this system. The benefit is improved rider comfort due to the elimination of clutch hand fatigue especially in stop and go traffic plus reduced foot shifter effort. NOTE: This system is not an automatic shift system Ö the rider still must shift the bike, but without worrying about the clutch.

Revised clutch boss shape and increased oil supply to the clutch for improved feeling at the engagement point.

Revised YCC-S hand shift lever shape. The up shift YCC-S hand shift lever has a revised shape for improved shifting feel.

Special scissors-type primary driven gear helps prevent drivetrain backlash and significantly reduces transmission noise for great rider comfort.

Optimized middle drive / driven gear ratio for improved ride comfort at lower rpms.

Clean, quiet shaft drive system is super-durable and low maintenance. This system features mechanical cam dampers in the drive pinion for quieter, smoother power delivery to the rear wheel.

4-into-1-into-2 stainless steel exhaust optimizes engine performance across the power band and utilizes four three-way catalytic converters to reduce emissions. Two are located in the junction "box" under the engine and one in each muffler. Combined with the Air Induction System (AIS), the FJR1300AE is one of the cleanest-running large-capacity motorcycle engines ever built. It easily exceeds the strict European EU-3 emission standards.

Heated oxygen sensor (O2) provides precise fuel - air ratio information to the fuel injection system to reduce emissions even further, especially at lower engine temperatures.

Curved radiator uses twin "ring-type" fans for great heat dissipation and to aid in moving the hot air out of the cowl area for optimized air management and less heat to the rider. Ring type fans "pulls" more air than a conventional type fan.

Easy-access cartridge-type spin-on oil filter makes oil changes a snap.

High capacity oil filter and large volume of engine oil (5 liters ) provides extended service intervals between oil changes.

Excessive lean angle cutout switch prevents the engine from running in the event of a tip over. The switch will activate at 70 degrees.

Revised engine ECU (electronic control unit) settings for improved driveability.

New lighter YCC-S ECU (electronic control unit for the auto clutch) reduces overall unit weight.

Cast aluminum twin spar, diamond-type frame, features massive twin spars. This frame design is incredibly light and extremely rigid, the perfect combination for sharp, sportbike-like handling.

Fully detachable aluminum rear subframe helps reduce weight while permitting easier rear shock access/maintenance.

Lightweight, cast aluminum swingarm. The special swingarm design incorporates the shaft drive into its left side to reduce unsprung weight for incredible handling and suspension performance.

Key chassis geometry figures include: caster angle = 26 degrees and trail of 109mm.

Fully adjustable 48mm cartridge-style forks offer 135mm (5.4") of wheel travel. The adjustable design allows the rider to tailor suspension settings to match rider weight, load and road conditions. Fork adjustments include: 5 - way spring preload, 21 - way compression damping and 17 - way rebound damping.

Adjustable link Monocross rear suspension with 125mm (4.8") of wheel travel features a handy, two-stage (hard/soft) spring preload adjustment lever that allows the rider to easily switch between solo and two-up preload settings. Other rear shock adjustments include: 18 - way rebound damping.

Dual 320mm front discs are squeezed by Nissin 4-piston calipers with independent brake pads for each piston. Computer controlled ABS is now standard on the FJR1300AE.

All new ABS system for 2008. The ABS or Anti Lock Braking System now features a linear controlled 3 position system (Vs 2 position in the past), an ECU integrated compact hydraulic unit and a new active type wheel sensor with a new magnetic rotor. The benefit is a reduced weight and better lever feedback feeling when the system is operating. The benefit of ABS is excellent control under hard braking or braking on wet or slippery surfaces. The ABS system prevents wheel lock up.

Unified braking system with computer controlled ABS. When the front brake is applied, all 4 - LHS front caliper pistons are activated, while only the "upper" two pistons on the RHS front caliper are activated. When applying the rear brake, both rear caliper pistons are activated plus the two lower pistons on the front RHS caliper.

282mm rear disc brake with opposed piston caliper provide outstanding stopping power. The caliper is mounted on the swingarm to reduce torque action for superior suspension and handling performance. The rear brake ABS system is also computer controlled.

Revised lightweight cast-aluminum 3-spoke wheels are fitted with 120/70-ZR17 front and 180/55-ZR17 rear radial tires perfectly suited to both spirited solo riding or long-range trekking. The front and rear rims have been revised to accommodate the new ABS wheel sensors.

Adjustable handlebars offers three positions of adjustability. From the centre position, the bars can be adjusted 5.5 mm forward or 5.5 mm back towards the rider. Total adjustment range is 11 mm.

Stylish yet aerodynamic full fairing provides excellent wind and weather protection. Air flow management has been optimized to reduce the amount of heat that flows to the rider. There are vents on the outside of each headlight to allow cool air into the cockpit and fuel tank areas. There is also a fresh air vent below the instrument assembly.

Middle cowl features a 2 - position adjustable visor / vent. The adjustment range is 30mm via quick turn fasteners. The rider can adjust these vents (30 mm / 1.2" range) to allow more or less air toward the rider's hip and leg area.

Small item storage compartment is located in the upper left side of the fairing. Inside this compartment is a 12 volt 30 watt DC power outlet for added convenience. The lid can be opened when the ignition is turned on. Its 1 liter capacity is perfect for small items such as cell phone, wallet, garage door opener etc.

 For 2008 the windshield has been revised. A new hard coating on the windshield surface helps to prevent scratching. The internal screen holder or base has been revised from a 2 piece to a 1 piece design to reduce weight. The external cover for the activation arms is changed to rubber to reduce noise. And finally, the internal mounting system for the windshield has been revised to reduce the vibration of the windshield at speed.

R1-inspired cat-eye dual 60/55-watt multi-reflector halogen headlights can be easily adjusted for two up riding. Left and right sides can be independently adjusted via conveniently located screw type knobs.

Sleek tailsection helps reduce drag and features a sturdy rear passenger grabrail that can double as a small rack.

Quick-release luggage mounts mean fast removal of the 30 litre colour matched hard saddlebags. The FJR1300AE has been designed to look great with or without the saddlebags installed. It takes mere seconds to install or remove the locking saddlebags or optional top case.

Adjustable, two-piece seat features an adjustment range of 20mm (0.8") for the rider portion of the seat. There are two steps of adjustment via specially designed eccentric rubbers. Different foam densities for the front and rear sections, ensure plush comfort for both rider and passenger.

Ergonomically shaped, large-capacity 25-litre fuel tank offers an excellent riding range, and is constructed of steel allowing for the use of magnetic tank bags. The reserve portion is 5 Litres. The under side of the tank improves air management.

Revised, easy-to-read instrumentation includes an electronic analog speedometer and tachometer, LCD digital odometer, dual tripmeters, fuel and coolant temperature gauges, plus a clock as well as a range of warning lights. Other functions include outside air temperature, a gear position indicator and fuel consumption read out. The meter cover has been revised from silver finish to a black metallic finish to reduce glare on the windscreen.

5-position adjustable front brake and clutch levers.

All new more comfortable hand grips.

The FJR features a convenient "one-key" system to operate all keyed devices on the bike including the main ignition and steering lock, saddlebags and optional top case.

Sporty, aerodynamic mirror shape. The mirrors fold for convenience.

Dual-bulb taillight assembly and integrated turn signals for a slick, integrated look.

Stylish clear front and rear turn signal lens

Small under seat area can hold a small U-lock.

Low-maintenance sealed battery

Variable heated grips keep hands warm on cool days or evenings

Glove box contains a 12V outlet for phones, GPS units, electric vests, etc.

The FJR1300AE offers a significant level of power and performance. It is not intended for novice or inexperienced riders.


Chances are pretty slim youíll find any articles about Multiple Bike Syndrome in the AMA magazine.

That's the Journal of the American Medical Association, by the way!

But there's another AMA journal where you can read about MBS: the one that's published by the American Motorcycle Association.

Some of us are more susceptible to this potentially serious disease than others. Many are able to avoid the symptoms by suppressing the symptoms and sticking to just one bike at a time.

Other sufferers have a lower resistance and are infected only mildly and find that simply having a second ride can help to ease the infection. Of course, there are the terminally ill types who have lost all resistance and who find themselves with 2, 4, 6 or more bikes.

Like the guy we bought the '98 Triumph Tiger from, who had 30+ motorcycles sitting in a purpose-built Butler building. But that's another story...

Here are some of the MBS warning signs that you (or your significant other) should be aware of: 1) You go to a motorcycle dealer you find yourself looking at other bikes on display with keen interest, even though youíve got a fully competent ride; 2) You find yourself taking motorcycles out on test rides even though you have no plans to buy one; 3) You find yourself browsing through sites like Cycle Trader during your lunch break, hoping to find that ďspecial dealĒ.

Note that this disease can strike anywhere and any time without warning. You may even find yourself checking the balance in your savings account balances to see if sufficient funds exist. If this happens, you may not be aware that you have already been infected with the MBS virus.

I donít consider it so much an ailment as much as an addiction. I have to confess, Iím an addict, but only moderately so. Of course, there are far worse things to be addicted to than owning and riding motorcycles...right?

Since my return to riding six years and 150,000 miles ago Iíve had only 3 bikes, all BMWís. But the mainstay has been my 1999 K1200LT (aka the ďStarship EnterpriseĒ) which I bought used in í01 with 5,000 miles.

It now has over 131,000 miles and still pulls like a freight train, but throwing nearly 900 lbs around on a daily basis can get cumbersome, to say the least. The signs and symptoms of MBS started to rear its head again this summer for something lighter and sportier. I suspect taking the California Superbike School had a lot to do with this recent outbreak (take a look at my review and perhaps youíll understand why!).

I originally though I'd like to set up a track day bike, but after considering how often I would really be able to use it, I shifted towards the practical, for something I could mostly use on a daily basis and thus have a higher use/enjoyment factor. Thatís not to say I have thrown out the idea of a track-day bike. Itíll just have to wait.

So, what style, make, model to buy? Do I want to go new or used? I just canít envision myself on a cruiser. Itís just not my style. Nor can I honestly see me doing any off-roading, and I really do like the look of sport bikes.

Should I go with a full sport bike that would require me to visit a chiropractor if I ride it for more than 90 minutes? Or something with a more relaxed riding position for this 50-something-year-old body? Something that I could perhaps take to the track on an occasional club track-day? There was also a need to carry a few things like my lunch bag and rain gear and other assorted necessities of modern life, so some type of detachable luggage would be convenient.

After much consideration and visiting the showrooms to sit on the various models, I had it narrowed down to one of two bikes, the 2006 Yamaha FJR1300 ABS and the 2006 Ducati ST3 ABS.

Notice thereís no BMW in there. Iíd have to lay out $20,000 (before tax, title & tags) to get what I was looking for from the Germans. Iím also not impressed with their new braking system. Besides, my wife suggested getting something different, and you know how important that kind of support can be!

A phone call to my insurance agent revealed that, as a second bike, the Ducati and FJR were within $30 of each other and the overall cost wouldn't be too painful (I highly recommend contacting your insurance agent before you buy anything. Youíll be amazed at how much one model can cost over another as certain models have a reputation that drives up their ratings and in turn their cost of insuring, as Rick found out with the GT1000!).

Also, be sure to shop around. Rates can vary from one carrier to the next by the hundreds, even thousands of dollars.

Iíve been reading the reviews on the Yamaha FJR1300 since the bike first appeared in the U.S.A. It had everything Iíd come to favor on a bike, such as a power windscreen, ample cargo storage, ABS brakes, shaft drive, beautiful lines, fully adjustable suspension, not to mention plenty of power. I had often thought this might be a bike that Iíd like to own.

But there was this ďheat issueĒ that so many riders and reviewers mentioned that made me cautious. The LT is a hot enough ride in warm weather due to its large windshield and faring and I didnít want another ďhotĒ ride.

Of course, should I want to buy a new FJR1300, the fact that I would have to put down $500 and then wait several months before itís arrival was also a put off (are you listening Yamaha?). Iím the type where if I have too much time to think about it, I just might talk myself out of it. Thatís not to say Iím an impulse buyer, either. Just somewhere in between...

Then thereís the Ducati ST3 ABS. Just the name Ducati evokes images of fast, superb handling, handcrafted motorcycles and beautiful Italian women. Both have tremendous sex appeal, but are also high maintenance. Still, they look so good even sitting stationary!

I contacted a different dealer for each brand and was frank about being able to pay for it, but unsure of which model to buy. Now, you would think they would practice their best sales tactics on me to try and sway me to their particular brand, but, surprisingly, that was not the case.

The dealers had neither model in stock, but they took my name and number and promised to get back to me ASAP.

Guess what? Neither dealer ever called me back, even after 3 long weeks! Needless to say they didnít, and wonít, get my business.

Since I was anticipating putting 10,000 to 15,000 miles per year on this bike I wanted something I would spend more time riding than repairing or servicing. For the Ducati, the frequent valve adjustment intervals (Editor's Note: They're now up to 7,500 miles, which isn't too bad), fixed windscreen and the limited number of dealers (compared to Yamaha) throughout the country tilted the scales towards the Yamaha.

Thus, I reasoned, the FJR was the better choice for me. So, having read all the latest reviews on the í06 FJR and how the heat issues seem to have been resolved, I figured this was the time to pull the trigger.

On a fluke I called a dealer I use for occasional parts for the BMW K1200LT, Battley Cycles in Gaithersburg, Maryland (coincidentally the same dealer where Rick purchased the GT1000).

Bernie, the sales manager (who also coincidentally sold Rick a BMW K75 some time ago) answered the phone and after explaining my quandary he informed me that he just happened to have an ST3 ABS and a Yamaha FJR1300 ABS sitting right there on the showroom floor!

He even had one of the new electric shift FJRs available. ďIíll be there SaturdayĒ was my immediate response. While I had him on the phone, I inquired about the chances of taking either on a test ride, figuring the answer would be a quick NO.

I suspect the reason I ended up on BMWs awhile back was because BMW dealers let you take ANY model out for a test ride, convinced that if you ride one, youíre going to buy one (which worked by the way).

But this is not the case with most of the other dealers. This is a REAL bone of contention with me. I understand their reasons, but at the same time Iím not about to lay out that much money for something Iíve only SAT ON!

Much to my surprise and delight Bernie said a test ride would be possible. Things were looking up!

Now, the doubts started to appear in the back of my mind. It's called "buyer's remorse", and this must be the bodyís natural defenses to the MBS virus. Remember, I told you that if I had too much time that I may change my mind?

The doubts started ringing in my head. Did I REALLY want or need a second motorcycle? Is this a practical thing to do? Thankfully, the three days passed quickly and so did the doubts.

Upon entering the showroom I had to take one last long look at the Ducati (Geez, that bike is beautiful!) before moving across the showroom floor to the FJR. After looking the bike over I again broached the subject of a road test. In the time it took me to get all my gear on (which is kind of funny since Battley Cycles deals primarily in Harley Davidson and many of those riders ride up in shorts and tee shirts while I never ride without full protective gear) he rolled it off the showroom floor and out to the parking lot.

We went over the usual instructions, controls, etc. and he suggested a route that would take about 10-15 minutes. Yeah, right! I had to get it up to a little bit of speed to evaluate the wind protection, noise level, handling and what not, right? Well, I didnít think I was out that long, but it was 35 minutes later when I rolled back onto the lot.

Bernie was not happy with me. He looked that bike over VERY closely and even noted that the tires were scuffed farther up the sidewalls than before. OOPS. I knew the tires were new so I had refrained from pushing it in the turns.

In the end, I signed for the bike, left a deposit and made arrangements to take delivery of it the following week with my appointed sales representative, Andy Ratner (again coincidentally the same sales person who sold Rick the GT1000!). Andy did a fine job of keeping me notified of any changes and any insurance papers I would need to bring along at delivery.

The week passed pretty quickly, despite the wait, and then it was finally Saturday. My wife drove me there and then nearly drove off with my gear in the car. After going through the usual settlement procedures it was out to the lot for a go over of the bike itself.

Yamaha FJR1300
Chris (left) and Andy. Andy, it's time to give me the keys!

There it was, all shined up, absolutely beautiful and looking ready to take me anywhere I pointed it. I appeared to be listening to Andyís instructions, but I donít think I really was. Mentally it was: ďCome on! Letís get this done so I can ride this baby out of here! I can read the ownerís manual at night, dude.Ē

Finally we were finished and after they topped off the tank he handed me the keys. With my gear on, I thumbed the starter button and that 1300cc motor sprang to life with that low throaty sound which spoke to me, come on, letís GO!

The ride home was both fun and frustrating. After 131,000 miles on the LT it seems my hands had been programmed for the clutch and throttle action on the LT and the FJR was totally different, so I wasnít very smooth with the shifting. Having ridden nothing but BMWs I also had to get used to the single turn signal switch most of the rest of the world uses. The right thumb felt left out. No big thing, just some personal retraining.

Yamaha FJR1300 - Rear View

Iíve now put over 1,000 miles on the FJR in under 2 weeks, and even though Iím not finished with the engine break-in, I have some observations.

This baby has all of the power I need for the street and itís not fully broken in yet. Itíll get you to triple digit speeds in no time if youíre not paying attention and it doesnít feel like youíre going that fast at all.

And when itís time to haul that thing to a stop, just two fingers on the front brake lever will do the trick. Use all four and youíll feel the ABS kick in too! The rear brake seems to have just the right amount of stopping power. Iím getting 40+ mpg combined highway and back roads on regular fuel, which beats using premium.

The wind protection is adequate yet thereís still enough air flow over the body to keep comfortable on a hot day, although a windscreen at least 3Ē taller may be on the list of add-ons since Iím 6í3Ē tall.

You only need to look at a turn and the bikeís there. The finish is flawless and that blue is stunning in the sunlight. Iíve gotten nothing but praise for the looks. The headlights are great! BMW could take a lesson in how to make headlights that actually illuminate the whole roadway from Yamaha. Adding more lighting is not a priority on the FJR like it has been on every BMW Iíve ever owned.

So here's the conclusion: Iím tickled pink (or in this case, cobalt blue) with this new ride. Leave the bags on and it looks like a touring machine, take them off and it looks ready for the track. Itís not an out and out sportbike and canít hang with some of them, but itís no slouch and I bet I can ride this baby all day.

I hope to prove that next month with a run up to Vermont (via the scenic route) for a mini family reunion.
Oddly enough, Iím not looking at other bikes with keen interest as before (yet). I guess the FJR has sent the virus into remission. Other than being a bit costly (like healthcare isnít?) this disease may prove to be worth ďcatchingĒ.

Source Webbikeworld.com