![]() ![]() The ECU is new and now employs Yamaha Chip Controlled Throttle (YCCT) system, which is a ride-by-wire system. Mechanically, the engine was given plated-on (rather than pressed in) cylinder linings for better heat dissipation. In addition to new controls for D-Mode and cruise control, several hand controls were changed. The dash was revised to include three user-customizable informational pages. In markets outside the US and Canada, the AS (AutoShift) model received an electrically adjustable suspension and inverted front forks - those suspension changes were introduced into the North American models in the following year as a model option known as the 'ES'. Front turn signal/position lights are now LEDs and there are LED accent lights around the headlights, and there is now one horn instead of two on prior years. Bodywork is all new on the front half of the bike for better airflow and engine heat management, and a new faster-acting windshield mechanism was introduced. Further refinements in the throttle control were introduced with the 2009 model.įor 2012 the previously optional heated handgrips became standard.įor 2013 the FJR1300 received a substantial number of updates, becoming the 'Gen-III' version. As well as Yamaha changed suppliers for the ABS system. In 2008 changes were made to throttle 'feel', to improve low speed on/off throttle transitions. The AE variant was discontinued for 2010, although the AS model continued to be sold in markets outside of the US and Canada.įor 2007, some very minor changes were made to the ECU to deal with potential issues related to altitude changes under certain circumstances. and Canada) was introduced which had a semi-automatic transmission. Starting with the 2006 models Anti-Lock Brakes (ABS) and a linked braking scheme Yamaha calls 'Unified Braking System' (UBS) became standard.Īlso, the FJR1300AS model (FJR1300AE in the U.S.A. Yamaha added adjustable vents to the FJR1300, allowing the rider to direct air closer to or away from the body. The design changes included significant trailing arm changes, revised final drive ratio, a curved radiator exhibiting a larger surface area, instrumentation changes, an upgraded alternator and significant attention to airflow changes to deal with reported heat issues in previous years. and rest of the world model years synchronized with the introduction of what has become known as the 'Gen-II' version of the machine. The 2005, North American model year remained structurally unchanged with a non-ABS and ABS model. Other refinements included an upgrade to the suspension rates, 320 mm front brake discs (was 298 mm), and a fairing pocket for small items. The 2004 North American models included both a non-ABS version with traditional blue anodized brake calipers and a new ABS version with silver calipers. The 2003 model garnered several awards in the sport touring category from various magazines. The FJR1300 was introduced to Europe in 2001, before arriving in North America in 2002, with the 2003 model year designation, and offered in a non-ABS version only. The clutch and transmissions of the AE/AS models are identical to that of the standard FJR model. The AE/AS model has an electronically controlled clutch and gear shifting system called YCC-S. Both models have a 1,298 cc inline-four engine. The Yamaha FJR1300A and FJR1300AE/AS are sport touring motorcycles made by Yamaha Motor Company. * Eliminate Factory “Error codes” (ex.1,298 cc (79.2 cu in) transverse inline-4, liquid-cooled, DOHC, * Remove Injector Shut-Off on Deceleration (Power Commander) * Improved Throttle Control & Reaction (Power Commander) * Reduce Excessive Engine Braking/Improved Deceleration (have there been complaints? i've never heard them) ![]() * Remove Speed Limiters (again, there are none in the US) * Increased Rev Limit (why? the pwoer curve drops off before the current limits) * Increased Idle (why? to what end? 1100 is fine and well within access) * Remove Factory Throttle Restrictions (only France has this last I heard) * 6-15 % Power Increased (tested? dyno numbers?) It's easier with the cars thanks to the OBD2 port than it would be with the FJR and accessing it under the fairing/tank.Īs for this specific product, there are a lot of their bullet items that leave me scratching my head as to why the FJR needs it. In that case, I always "un mary" the ECU before taking it into the shop for any services or warranty work. I'm familiar with reflashing mostly as a function of performance cars. The main advantages are there's no risk of bricking your ECU, no voiding of warranties, and more adaptability between any factory changes to ECUs between generations. Most folks use a Power Commander or similar thing that sits between the ECU and the injectors instead of actually reflashing the ECU itself. ![]()
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |