YAMAHA XJR1300
Wed, 30 Jun 2010
BY CHRIS MOSS
PICTURES BY MIKE WESTON
Brought to you by CIA Insurance, a leading provider of
motorcycle insurance in the UK.
As a tester I’m paid to assess bikes and offer some critical appraisal. More often than not I’m sampling the latest offerings, and if they don’t perform in a contemporary manner then they’ll earn words of disapproval. Some current bikes though, have actually been designed to look and feel a little more old-fashioned. Yamaha’s XJR 1300 roadster is one such machine and not being quite up to date in certain areas suits me fine. It’s such an endearing motorcycle any of its more dated performance ‘shortcomings’ only add to its attraction.
Easily the only authentic looking machine on the market attempting to replicate 70s and 80s style Japanese superbikes, the XJR is a real head-turner. Unashamedly naked, its macho size and shape makes it a real bona fide retro in my book. Not too long ago, a large selection of machines like this filled dealers’ showrooms, and it’s no bad thing to have a reminder of that.
Solid and well-built, the Yamaha features plenty of parts that ape those fitted to bikes built in the era of Sheene, Thatcher and flares. The chromed analogue clocks and mirrors, side panels, beefy grab-rail, steel-tubed double cradle frame, and twin shocks all offer a trip down memory lane. And of course its heavily finned air-cooled engine is pure nostalgia. Those number plates on the tank and tail unit are a bit questionable though, and taint the visual appeal a little in my opinion.
But if the 1300 is generally very satisfying to look at, it’s even more pleasing to ride. The first time I sampled it on this test, only a few miles had passed before I pronounced myself most content with the way it went about its business. Knowing that it was at my disposal for a further couple of weeks only heightened my happiness. Unlike my own Honda VFR800 and the new 1200 version I’d ridden just a few days before, the XJR has lots of character and appeal that makes being with it a much more involving experience. It’s a really gratifying motorcycle.
The bike’s size and weight may require a little strength and determination to counter the daunting thoughts some will have of it. Though if you can get the Yamaha moving, there’s an instant sensation of it being much smaller and lighter. Balanced well, and with a very upright riding position that allows you to dictate navigation, it’s easy to feel in command and a lot more at ease than initial impressions might otherwise suggest. It’s even simpler to feel fulfilled by the 1300.
Those numbers relate to the key thing that generates the sort of rich reward riding this bike brings – engine capacity. Immensely strong, yet perfectly mannered, the four cylinder motor is laden with real world qualities. With masses of torque on tap, revving the five-speeder hard is never a condition to solid progress. Remarkably smooth, with a beautifully linear delivery, using the XJR’s power couldn’t be much more straightforward. Whenever you’re moving above 30mph, quite often the top two gears are all you’ll need to guarantee excellent response to opening the throttle. Very few engines are as easy and friendly as this one, allowing speed gains in a prompt and predictable manner. And that’s regardless of considerations such as the sort of road you’re on, how much grip it offers, and how heavily loaded the bike is. The roadster’s extremely useful motor is very hard to fault, and makes any journey all the more relaxing.
Also worthy of overall compliment is the chassis, even if it doesn’t always feel quite as sorted as the impressive powerplant. But the beauty of its minor flaws is that they help to make the Yamaha seem a little bit more alive and involving. All too often these days, bikes perform to such a high standard they can’t be faulted, sometimes leaving the impression from a ride a little cold. Not having any sort of challenge occasionally means less of a connection with the bike, rendering a journey an almost detached and potentially forgettable experience.
That’s rarely the case with the XJR, and though it’s still a more than capable machine in numerous environments, you are reminded of less than perfect behaviour from time to time. Its suspension is one of the most obvious restricting factors, having an emphasis on comfort more than precise control. The softly damped forks and shock generally give good ride quality, even over rougher roads. But when you ask a bit more of them, you might be tempted to reach under the plush seat for the adjusting tools. On standard settings both ends compress a little too much when the (very powerful) brakes and (very obedient) throttle are used with a bit of spirit. And when the springs are released from their efforts, they return with a little less control than they could have. But, and this is a very big but, though I duly noted the fork dive, squatting at the rear, and footrests clouting the road, it never really worried me. The adjusting tools remained untouched throughout the test.
In fact I enjoyed feeling the suspension getting slightly overworked. It made me think about the bike’s handling and what was happening beneath me, encouraging me to think carefully about my riding in order to stop its effects becoming more pronounced. That’s what I used to have to do with machines back in the 80s, which I enjoyed because it made rides challenging. I’m sure some time spent turning the odd damping screw or preload adjuster, could have brought some composure, but things never concerned me enough to bother. Only when I was pushing harder along tighter and challenging types of roads was I made aware of the limitation.
Such routes tackled at a spirited pace can also draw your attention to the Yamaha’s weight, length, and slower steering. That sort of scenario demands getting a bit forceful to make the bike track the exact line you want it to, though excellent stability is a worthy consolation for that extra effort. As its naked nature starts making higher speed feel a bit uncomfortable if it’s sustained for long, I suspect most will stick to riding the XJR within its more realistic parameters anyway. It’s worth remembering the 1300 is hardly what you’d call a slow bike, but it’s clearly not an out and out sportsbike either.
Fit for the majority of purposes, the roadster’s comfort is certainly good enough for longer hauls at sensible speeds, and you’d have to have very long limbs to find the roomy riding position cramped in any way. The broad seat certainly offers enough luxury for both rider and pillion between fuel stops, which on average should come along every 150miles or so. Though I do suspect that frequency could alter quite noticeably should you be either keener or gentler with the throttle. Touring duties are also aided by the useful fuel gauge, clock, and bungee points.
My own two-week tour of duty on the Yamaha came to an end sooner than I wanted. The XJR turned out to be one of those test bikes that’s just a bit more memorable than most. Its charm and character seduced me from an early point on my first ride, and stayed that way until the last mile. I might not be riding the 1300 any longer, but the journeys I made on it captivated me well enough to seem as though I still am. It’s not a perfect bike, but it’s all the more unforgettable because of it.
SPECIFICATIONS
YAMAHA XJR1300
ENGINE
Type: 1251cc, air cooled, sixteen-valve, dohc, inline four
Maximum power: 98bhp @ 8,000rpm
Maximum torque: 80lb/ft @ 6,000rpm
TRANSMISSION
Transmission: five speed
Final drive: chain
CHASSIS/COMPONENTS
Frame: steel double cradle
Suspension:
Front: 43mm telescopic fork, fully adjustable
Rear: twin shocks, adjustable preload and rebound damping
Brakes:
Front: twin 298mm discs with four piston calipers
Rear: single 267mm disc with twin-piston caliper
Tyres:
Front: 120/70 -17
Rear: 180/55 -17
DIMENSIONS/CAPACITY
Seat height: 795mm
Wheelbase: 1500mm
Dry weight: 245kg
Fuel capacity: 20 litres
DETAILS:
Price: £8820
Contact: 01932 358000, www.yamaha-motor.co.uk
Performance: 4
Handling: 3
Practicality: 4
Value for money: 3
OVERALL: 4
BACK