![]() ![]() I’ve tried bikes other people suggest for touring such as the Tracer 9, Versys, V-Strom etc but I find the wind buffeting annoying – and best riding here is in cold months. I would in Australia, however in Japan every road is sealed thus it would be an exercise in style. The FJR works well for me but if the stalling cannot be solved it will make me change – I’m on a ferry bound for Hokkaido and it’s a 20 hour voyage so I’ve poured a glass of red and will pour out some thoughts.įor a couple of years I thought about getting an ADV bike. I’d buy another then but instead it seems destined to be dropped. Yamaha could easy update the bike with suspension and wheels from their Tracer 9, brake master cylinder and calipers from R1 and swap the dash to color. In summary it’s been a very reliable bike, old school with build quality that lasts. The brakes do the job but lack bite due to not all the front calibers engaging unless you also are using the rear brake due to Yamaha’s odd approach to linked braking.Īnd then there are few dated aspects like the heavy clutch pull on my 5 speed and heavy throttle return spring and some other outdated design aspects could be updated. Things that could be better is the suspension can be little harsh, particularly the front fork compression damping. Once you get accustomed to this there is no going back to a bike with half fairing or small screen.Īlso I like the turbine smooth engine which in Japan I can ride around most of the day in one gear and the 450-500km range per tank. I ride mostly with my main visor up and just internal tinted visor down because I am in a bubble of calm air, not still air, I enjoy the feeling of gentle wind but am protected from bugs or stones and have no strong wind buffeting my helmet causing neck strain. Plastics all still good as is switchgear and frankly the bike looks ready to do another 100,000km without any drama. The paint is still very good even though I have never applied any sort of protection. Battery was changed at 5 years.įit and finish is still good despite having been ridden on roads with salt in winter and being stored under a tarp in a country where it rains all the time and everything rusts. ![]() ![]() Valves have only needed doing once and was combined with the injection tear down to save money. Parts are not expensive and labour costs have been minimum. At the shop items such as airfilter are replaced as are spark plugs, brake fluid and brake pads as needed. I change the oil and filter every year myself and every 2nd year it goes to the dealer to be checked. Both the panniers needed their locks replaced after seizing and the clutch switch failed this year. (Update I may have found a fuel additive that keeps engine idle ok) Last year the fuel injection was torn down and after that it came good but now has returned. The engine had an issue stalling when arriving to stop at traffic lights and a few things were tried while I put up with it for long time. Problems have been minor but one item is persistent. The FJR1300 has been a very reliable motorcycle. A few notes on the experience so far and my evolving views on what I might ride next. I’ve clocked 100,000km touring Japan on my 2014 Yamaha FJR1300. Tasmania Motorcycle Tour - December 14, 2023Ī milestone reached.A week with a Kawasaki KLR650 - December 21, 2023.Rough and Road Primaloft Adventure Winter Gloves - January 18, 2024.At Schnitz Racing, we have the experience, knowledge, and tools to maximize your motorcycle's performance, ensuring you get the most out of your riding experience. ![]() Whether you're a casual rider or a seasoned racer, our ECU flash service will deliver noticeable improvements in power, responsiveness, and overall rideability. We can also disable unnecessary restrictions and features, such as top speed limiters and exhaust servo controls.īut why do you need an ECU flash? Simply put, an ECU flash by Schnitz Racing will ensure your motorcycle performs at its best, matching your unique riding style and preferences. This includes optimizing fuel maps for better throttle response and smoother power delivery, adjusting ignition timing for improved combustion efficiency, and modifying electronic throttle controls for more accurate and responsive throttle input. Essentially, ECU flashing involves updating the software that controls your bike's engine, allowing us to optimize various performance parameters that can't be achieved through other means.ĭuring the ECU flash process, we can make a variety of changes to enhance your riding experience. At Schnitz Racing, we see ECU flashing as the key to unlocking your motorcycle's full potential. ![]()
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