tripletango
Well-known member
More stuff we already knew
This is the part of the test where we talk about Yamaha's new electric-shift system, or Yamaha Chip Controlled Shift (YCC-S). Many of you are curious to see if somebody has perfected the automatic motorcycle, a vehicle that would be much more manly and performance-oriented than a scooter, yet easier on your worn-out, carpal tunnel-inflicted wrists and hands.
The system is simpler than an automatic transmission. It uses an electronic control unit, a clutch actuator, and a shift actuator. The actuators work electronically, working the clutch and gearbox the same way a person would. The clutch actuator disengages the clutch automatically when the RPMs dip below about 1,300, and the shift mechanism changes the gear ratio after interrupting the ignition, much like a racing shifter would do (although Yamaha was quick to
This button must be pushed before the thumb-activated shifter will work.
point out that this is not intended to be a "quick shifter").
The system is controlled by the rider in two ways. There's still a toe shifter, adjustable for three positions, but there's also a thumb-activated unit on the left grip, where the clutch lever used to be. There's an on-off switch that needs to be activated every time the bike is turned on, and a shift lever that upshifts when pulled towards the rider and downshifts when pushed.
In use, the system really is as simple-to-use and unobtrusive as Yamaha says, although an adjustment period is required. Using it is simpler than describing it. You just push the button on the left switchpod, pull the shift lever with your finger (or just toe it up into first; the YCC-S-equipped FJR tosses out the "one down, four up" gearshift pattern we've had for the last few decades) and turn the throttle. The tiny robot bolted to the engine pulls in the clutch automatically and engages it smoothly enough (but not perfectly) as you putter off. It will keep revving until redline unless you tap the lever again for another upshift, and so on until you are humming along at a triple-digit cruising speed. Downshifting is the same, although using the downshift side of
We couldn't find a "reasonably competent" rider, but here's a picture of Gabe.
the lever (which is right below the horn button) will result in accidental horn-honking, making motorists assume you're on a BMW and were trying to cancel your turn signal.
It's not as quick or smooth as a reasonably competent rider would be, with some jerks and jolts as the gears engage, but if you're riding at a relaxed pace it works very well. It's nicely engineered, with no glitches or problems to speak of the day we rode the six YCC-S bikes Yamaha had for us, and the reaction was generally very positive; I had no preference for either bike on twisty roads, as the FJR is torquey enough to just leave in third gear anyway. Really technical, tight mountain roads, the kind with 15 MPH corners and limited sight lines can be jerky with the system, but frankly any 600-pound bike can be awkward on roads like this and should be ridden gingerly anyway.
At a stop, the clutch actuator holds the clutch in without complaint, and you can easily thumb it into neutral to save wear on clutch components at stop lights (regardless of how you feel about the "clutch in at stoplights" controversy). If the bike is switched off, it automatically shifts into first as a parking brake after three seconds; switching the bike back on puts it back into neutral, which should add a layer of security as a bonus.
It's very nice for riding in heavy traffic, especially if you're in one of the barbaric, unenlightened states that frown on lane-splitting. It would be great
Gabe trying to convert his bike to electric shift by breaking the clutch lever off.
for funeral escorts, messengers and police, although Yamaha has no desire to tangle with BMW or Harley Davidson in this market. There's no denying that it makes the bike easy and pleasant to ride in situations where repetitive clutch work would tire the rider.
In case you're so inclined, I know for a fact that wheelies are still possible, if not the multi-gear six mile-long kind. Burnouts? They're probably easier than ever. These skills should come in handy if your virility is questioned by those who feel a motorcycle should be fully manual.
The extra $1,800 for the YCC-S includes innovative speed-sensitive heated grips (I think funny man Mike Emery of 2WF.com switched mine on when we were sweating in 90-plus degree temperatures) that automatically compensate for the cooling effects of high-speed travel. The system broadens the appeal of an already dominant and appealing bike and should prove very popular. Only about 30 percent of the 2006 FJRs will be equipped with YCC-S, so it might be prudent to put your deposit down soon if you want it.
This is the part of the test where we talk about Yamaha's new electric-shift system, or Yamaha Chip Controlled Shift (YCC-S). Many of you are curious to see if somebody has perfected the automatic motorcycle, a vehicle that would be much more manly and performance-oriented than a scooter, yet easier on your worn-out, carpal tunnel-inflicted wrists and hands.
The system is simpler than an automatic transmission. It uses an electronic control unit, a clutch actuator, and a shift actuator. The actuators work electronically, working the clutch and gearbox the same way a person would. The clutch actuator disengages the clutch automatically when the RPMs dip below about 1,300, and the shift mechanism changes the gear ratio after interrupting the ignition, much like a racing shifter would do (although Yamaha was quick to
This button must be pushed before the thumb-activated shifter will work.
point out that this is not intended to be a "quick shifter").
The system is controlled by the rider in two ways. There's still a toe shifter, adjustable for three positions, but there's also a thumb-activated unit on the left grip, where the clutch lever used to be. There's an on-off switch that needs to be activated every time the bike is turned on, and a shift lever that upshifts when pulled towards the rider and downshifts when pushed.
In use, the system really is as simple-to-use and unobtrusive as Yamaha says, although an adjustment period is required. Using it is simpler than describing it. You just push the button on the left switchpod, pull the shift lever with your finger (or just toe it up into first; the YCC-S-equipped FJR tosses out the "one down, four up" gearshift pattern we've had for the last few decades) and turn the throttle. The tiny robot bolted to the engine pulls in the clutch automatically and engages it smoothly enough (but not perfectly) as you putter off. It will keep revving until redline unless you tap the lever again for another upshift, and so on until you are humming along at a triple-digit cruising speed. Downshifting is the same, although using the downshift side of
We couldn't find a "reasonably competent" rider, but here's a picture of Gabe.
the lever (which is right below the horn button) will result in accidental horn-honking, making motorists assume you're on a BMW and were trying to cancel your turn signal.
It's not as quick or smooth as a reasonably competent rider would be, with some jerks and jolts as the gears engage, but if you're riding at a relaxed pace it works very well. It's nicely engineered, with no glitches or problems to speak of the day we rode the six YCC-S bikes Yamaha had for us, and the reaction was generally very positive; I had no preference for either bike on twisty roads, as the FJR is torquey enough to just leave in third gear anyway. Really technical, tight mountain roads, the kind with 15 MPH corners and limited sight lines can be jerky with the system, but frankly any 600-pound bike can be awkward on roads like this and should be ridden gingerly anyway.
At a stop, the clutch actuator holds the clutch in without complaint, and you can easily thumb it into neutral to save wear on clutch components at stop lights (regardless of how you feel about the "clutch in at stoplights" controversy). If the bike is switched off, it automatically shifts into first as a parking brake after three seconds; switching the bike back on puts it back into neutral, which should add a layer of security as a bonus.
It's very nice for riding in heavy traffic, especially if you're in one of the barbaric, unenlightened states that frown on lane-splitting. It would be great
Gabe trying to convert his bike to electric shift by breaking the clutch lever off.
for funeral escorts, messengers and police, although Yamaha has no desire to tangle with BMW or Harley Davidson in this market. There's no denying that it makes the bike easy and pleasant to ride in situations where repetitive clutch work would tire the rider.
In case you're so inclined, I know for a fact that wheelies are still possible, if not the multi-gear six mile-long kind. Burnouts? They're probably easier than ever. These skills should come in handy if your virility is questioned by those who feel a motorcycle should be fully manual.
The extra $1,800 for the YCC-S includes innovative speed-sensitive heated grips (I think funny man Mike Emery of 2WF.com switched mine on when we were sweating in 90-plus degree temperatures) that automatically compensate for the cooling effects of high-speed travel. The system broadens the appeal of an already dominant and appealing bike and should prove very popular. Only about 30 percent of the 2006 FJRs will be equipped with YCC-S, so it might be prudent to put your deposit down soon if you want it.
