Yamaha XJR 1300SP

Big, brawny and packed with muscle - that's what bikes used to be like in the '70s and '80s. The XJR1300SP is still like that in 2000 - but with refinement to match...

"Porty I've just finished with my latest Over project and was wondering if you'd be interested in taking it for a bit of a spin."

These were the words of long time motorcycle enthusiast, ex-Superbike racer, and Victorian northern suburbs Yamaha dealer, Don Stafford. The very man who created the light-switch-like 162ps that powered the, $40,000 single-sided-swingarm R1 tested in Vol 49 No17. A bike that could only be described as the combined side-effect of an aging body and childish mind.

So understandably I was somewhat hesitant to just jump straight in and accept another offer to play without knowing a little more about the game that I was getting involved with.

"Na, it's nothing like the R1," said Don. "Those things have been done to death anyway. This thing is a little different, and though its got a lot of good bits, it's civilised. You can have soooo much fun with it, you know the type, or just commute with it day to day.

"And it's a more affordable project too. This thing is all about muscle and being able to use it."

Stand over tactics
A practical Stafford Over project? Well it just so happens that's exactly what Don has delivered... in the form of a tweaked $13,499 XJR1300SP naked musclebike.

Yamaha's SP version of the XJR1300 is limited to a few minor differences over the $12,757 base model, so the mods that Don has made can quite easily be replicated on either bike. But just to clarify things, for your extra $742 you get your hands on a limited edition XJR with a trick multi-colour paint scheme - rather than the mono colour option normally available - Öhlins shocks and a must-have imitation stitched dual seat. The latter is very comfortable for both rider and pillion.

As for the rest of the bike, nothing's changed. The liquid-cooled, four-stroke, in-line four, DOHC 16-valve powerplant is identical to the standard XJR, as are the R1-sourced Sumitomo brakes and the 43mm conventional forks. Even the Michelin Macadam radials are standard fitment on both bikes.

Basic instinct
The XJR1300 started life Down Under in late 1995 as a 1200 - at a time when the number of nakedbikes flooding the market was on the increase. At that time it found itself stacked up against the offerings from BMW (R1100 R), Ducati (M900), Triumph (Speed Triple), Honda (CB1000) and Yamaha's own Emperor-without-clothes, the V-max, in the large-capacity nakedbike class.

Kawasaki's Zephyr 1100 was no longer available Down Under, having been dropped from the range after poor sales, but Suzuki's GSF1200 Bandit was just around the corner - and at a price which would ultimately force Yamaha to lower the XJR's release price by over $1000.

In much the same way that Honda attempted to beef-up (de-tune) its CBR1000 mill for the now discontinued Big One, Yamaha took the tried-and-proven 1188cc air-cooled four from the FJ and fitted 36mm Mikuni CV carbs, a new exhaust system and a new cylinder-head in an effort to obtain even better low-down grunt.

Changes in store
It wasn't until '99 Yamaha put the XJR through any significant change, the biggest of which being the increase in capacity to 1251cc with the bore size increasing by 2mm - from 77mm to 79mm. Forged pistons replaced the aluminium diecast items along with new connecting rods, chrome-plated aluminium cylinders and carburettors equipped with throttle position sensors (TPS).

The oil cooler was increased in width by 50mm to cope with the additional power of the new engine.

The steel-tube frame sports increased rigidity, with the front anchors (calipers and discs) now lifted from the YZF-R1. Up-rated front suspension features preload adjustment, steering is sharpened with a narrower front tyre (120/70-17), while a fatter 180/55-17 tyre is found out back.

Then came the XJR1300SP, which made its first appearance in '99, but was limited to Europe and Japan until 2000 when it finally made it's way Down Under.

Tinker tailoring
Yet even the additional benefits of the SP were not enough for a tinkerer like Don, so out came the Over performance catalogue and here's the result - an XJR1300SP with everything imaginable, and then some.

Probably the most obvious change is the prototype Over titanium exhaust system. It features a four-into-one format with an external manually-adjustable EXUP-type valve, which alters the flow of exhaust gases as they enter the muffler.

The four-position valve offers no performance gain anywhere through the power curve when in its various positions - in fact it only loses out across the board the further it is closed. About the only advantage it offers in its fully closed position is a slightly quieter exhaust note, although it's still louder than the standard four-into-two system while making 15ps less - 91ps at 8400rpm compared to 106ps at 7800rpm (at the rear wheel).

One click open sees around 114ps at 8600rpm, while a fully open valve offers an impressive 123ps 8800rpm.

This is a reasonable gain with only a $269 Dynojet carb kit, and Over race igniter ($1080) used in addition to the exhaust. The jet kit offers needles and larger main jets - up from 96 to 100.

Torque aplenty
Standard, the XJR has one hell of a meaty power curve, with more torque than a politician and a more linear delivery than any of its current opposition. Just check out the graphs from the '99 Dumb and Dumber nakedbike comparo involving the XJR, $11,800 Bandit and the $12,790 Kawasaki ZRX1100 for proof. The XJR's only loss anywhere is in the upper realms of the rev range where it quickly becomes obvious that bouncing the needle off the 9500rpm rev limiter is a waste of time.

Even with the Over system, short-shifting 1500rpm earlier is still the order of the day. What's impressive is the pipe's neglible negative effect in the lower rev range - providing a curve that is just as predictable.

It's this characteristic that makes the XJR/Over combination so versatile - linear enough around town while still potent enough to demand your attention when given a bit of stick.

Since closing off the valve offers less peak power, making the XJR feel asthmatic, there really is nothing to be gained by using such a system. I'd be more than happy with Over offering an exhaust system without the valve - and without the added cost.

It just so happens that Over does - a stainless-steel system with carbon can for $1979. A much more realistic option when compared to the $3000 the prototype would be worth if it makes it into production.

Mild mods
The above are mild modifications I know, but truth is that's all that is really needed to convert the XJR1300 from a nakedbike to a musclebike. So Don's efforts turned to the chassis...

Of the naked class, the XJR1300 is the most refined in its ride and quality. Compared to the Bandit, the Yamaha's chassis is taught, not only in the suspenders department but even the frame, making it the most stable mount through medium to high-speed sweepers.

But it does tend to feel a bit soft on the front when put up against the ZRX1100, which sports a shorter wheelbase and sharper geometry.

Even though it has one of the better rear ends in the class, the XJR SP's twin Öhlins shocks improve it just that little bit more - making it slightly firmer, with an improved damping rate. It's a bonus when hauling the mail or a (fe)male - squatting less and settling earlier - although it's still not quite perfect.

With preload adjustment available, suiting the shock to various loads isn't a real hassle. As for the damping, there isn't any external adjusters on hand, and truth is they aren't really needed. Only when pushing hard, when in 'hoon mode', is there any need to make adjustments.

The power isn't savage enough to cause too much of a concern in the compression department, and the XJTR's rear absorbs the bumps well enough. The rebound is a different story though. It only needs a tweak, but it's a tweak that would be beneficial.

Soft up front
The same can't be said for the standard front end, so Don sourced the skills of Steve Mudford from MX Tech Suspension to ensure it was up to the task. Where the XJR, and many other nakedbikes, suffer is due to a) a constant spring rate which is too soft; or b) a progressive spring rate which is initially too soft. In the case of the XJR it is the latter.

Around town, at a sedate pace negotiating traffic and so forth, the standard setup is okay. But the moment you want to have some fun - dive into a turn a little later and harder - the front end falls through the soft part of the spring and crunches itself on the harder second stage, making it hard to translate the feedback it's giving you.

That's where the $180 (per set) 0.90kgf-m springs come in. Combined with the right length spacers and a high quality 10-weight oil, Steve felt there was no need to alter the damping rates at all.

"The stiffer spring rate helps control the weight transfer and the compression damping rate is good enough to soak up all it needs to," says Steve.

And he's right. With Don's XJR1300SP more willing to play than your usual nakedbike I often found myself riding it more like a sportsbike - hard in, and trail braking to the apex before taking advantage of the 123 rear-wheel horses on tap.

We're not talking R1-like front end feel, even though they share the same brakes, but it is impressive considering the 254kg (wet weight measured) that you've got to haul up - more sure footed than anything else in its class.

Taut ride
One advantage that Don's SP has over a standard XJR is its taut ride, which not only improves the feel through the chassis, but also helps keep the bike remain settled through high-speed sweepers and expands the range of its handling limits. This is partly due to what Over calls an oval-cross-section, alloy, subframe brace, but is actually a main frame brace which mounts from the leading engine mounts to the rear of the double-cradle, steel-tubed main frame.

It's a $849 kit which takes around 20 minutes to fit, and is well worth the time and effort to do so. Of all the areas a heavy, nakedbike with this much grunt is in need of improving, frame rigidity is of the utmost. In standard trim, third or fourth gear sweepers can set the XJR into a low speed weave - especially where an open throttle and bump infested tar are involved.

With the frame brace, though, this weave is eliminated and combined with the firmer front end, makes for a sharper and more planted handling package.

To test this I took Don's latest project out over the hills of the Great Divide, with their wide range of flowing sweepers and bumpy hairpins. About the only downfall that stood out during this run is the extra feedback means you feel more of the bumps.

It also means the 'bars become more lively over anything rough, but it settles almost instantaneously rather than carrying on for the next three corners.

Over the top
Finishing the project off, Don opted to fit a set of $795 Over rearsets - which increase the Ground Clearance to match the improved handling. They're raised and set back just enough to give the XJR's very comfortable riding position a slightly more sporting stance - without feeling too cramped for someone around 180cm tall. If you're any taller I recommend you get your legs shortened.

What Don has ended up with is as far removed from his pervious R1 Over project as can be. It's clearly a case of Dr Jeckyl and Mr Hyde - the XJR1300SP Over project is practical, fun, looks horn and sounds great...

Oh, and it goes like the clappers too. Not bad for an extra few bucks.
 

Source bikepoint