This post is actually a true tale. I had a much modified FJR1300 that needed replacing and the choice was clearly between the four bikes in the heading. Obviously I could just replace my FJR1300 with a new one. The standard FJR rear shock is an insulting joke that leaves the bike's back end dragging low when loaded. My previous two FJRs had been fitted with an Ohlins and a WP shock, both of which cured the problem and much enhanced the handling but seriously damaged my wallet. The current FJR is much more difficult to fit an aftermarket shock to as there is a lump of electrics right where a shock reservoir would need to go. Still, there are remote reservoir shocks so it must be possible. The FJR has a great engine, the only gadget is ABS, it handles great with a new shock, the seat is crap and the screen is too small but fuel economy is fair to good and the brakes work well with HH pads fitted. I fixed all those on my 06 model but did I want to do it all again? Then I asked the price. Yeah - nice joke Yamaha. 14 grand - you're havin' a laugh. My 06 was discounted to about £8750 when I bought it new. So that was another FJR out of the window.
Next came the K1300GT, Nice bike to ride - stonking engine though with a bit of vibration, The handling was good if you can get used to the strange front end. Comfortable seat too. A good candidate but BMW's are having a bit of a bad patch lately with quality control and reliability, especially the electrics. The biggest problem is that you have to buy in to the whole BMW ethos. Don't think you can work on it yourself. Every little job requires you take it to a BMW dealer. You can't even fit new brake pads without a dealer resetting the computer service indicator. I don't much like dictators in any form and BMW are the Nazis of the motorcycle world.
Then there is the Multistrada 1200. It looks like it really is four bikes in one. I love that electonically adjustable Ohlins suspension and the other engine adjustment gimmiks. Weather protection looked a bit sparse but the seats felt OK and the riding position is good. It could be the one but, at the time of purchase, no-one had a demo bike and I will never again buy a bike without riding one first. Besides, I bet that there will be some mods in its first year as they iron out the problems so I wouldn't normally buy any bike in its first year.
So that left the 1400GTR. I would still have been unsure but I found a 300 mile old 2010 model at £10,500 (£2000 saved) and a road test confirmed that it worked well enough for me so that's what I now have. I can't find any really bad points but it feels less sporty than my FJR, the rear shock is just about acceptable though the seat needs work and the screen has already been replaced by a larger one. My big doubt is the linked brakes that just don't feel normal. I wish that I could switch off the damned computer control and decide for myself what level of braking I want front and rear rather than have the electronics second-guessing me all the time. Still, so far (only 1500 miles) it does the job well and, contrary to constant reports from MSL magazine, is good on fuel consumption (46mpg+ on average). I still wonder whether I will end up with a Multistrada.
The only reason I would change to the 2010 model is because of the dual link brakes and traction control. Dual link because I had them on my Varadero and it was one of the best safety measures on the bike (alongside the ABS). The non existent traction control on my 08 GTR has caught me out a few times, and again, as a safety measure would be preferred.
OK – now with another 4,000 miles experience of the 1400GTR, here are some further thoughts on it. First, let me say that it is an enormously capable motorcycle but it has flaws. Principally, these revolve around the suspension and, to a lesser extent and probably as a consequence, the handling. There is no getting away from the fact that the quality of the suspension is not what it should be for a bike of this price. The ride has a very "budget" feel. Some of this is definitely down to the enormous unsprung weight, especially at the rear. I weighed the rear end (wheel, tyre, disc etc. in place weighed at the axle with the rear shock disconnected) and it is more than 40% heavier than my last bike, an FJR1300. The front wheel is no lightweight either. The result is that strong road shocks get through to the rider no matter what the settings of the limited adjustment available. The wheels are simply too heavy to respond as they should. Add to this the fact that the rear shock especially seems temperature sensitive. It definitely improves as the engine heat filters back and heats it up. This indicates that damping is decreasing as the oil thins so on a more adjustable unit I would definitely try decreasing the compression damping to help the suspension to respond quicker but no compression adjustment is possible. Same with the front forks. I am reluctant to spend heaps of cash on a sophisticated shock like an Ohlins because I am not sure that it would be that much better with all that unsprung weight. Besides, at twelve and a half grand, it shouldn't be necessary.
The outcome of the suspension shortfall is that the bike can become a bit unsettled if pitched into a bumpy bend. Not dangerous – just not hugely confidence inspiring. The GTR seems too ready to follow road irregularities, a habit that increases as the rear tyre wears. I recently road tested the latest Ducati Multistrada 1200. If you want to know what properly sorted suspension feels like, try one! Yes it is more expensive than the GTR but, if you took away the fancy suspension electronics and went with just manually adjusted suspension back and front, I dare say they could sell it at GTR prices.
There's nothing wrong with the GTR engine but it is a surprise to have to downshift so much for rapid overtakes on a bike of this capacity. Again, compared with the Multistrada's instant punch at any revs, the GTR feels a bit woolly low down.
Strangely, the fuel consumption is the most criticised aspect of the bike in magazine road tests yet I am delighted with its average of 49mpg with lively use (rear tyre shot in 2500 miles gives a guide to my usage). A bit of restraint and use of the ECO fuel map can easily top 52mpg and hard use never drops it below the low forties. A big plus point that no V-twin will ever match and it does mean that you can realistically expect 200 miles from a tank of gas.
I have come to terms with the strange computer controlled linked brakes and now hardly notice them. Not to say that I wouldn't prefer to be without them. That said, the brakes really are very good.
The lack of storage space on the bike is irritating as it means that the panniers always have some basic tools, puncture repair gear etc. in them. Perhaps you don't carry much in excess of the useless factory tool kit and prefer to rely on breakdown services. If so, you won't have a problem.
Fitted with a Calsci XL screen, the weather protection is very acceptable and the riding position seems about right for me. I wouldn't much care if there were no heated grips – I hardly ever use them.
Two additional small gripes: there is no grab handle to assist in getting it on to the centre stand which becomes difficult unassisted if heavily loaded, the more so if you were a small guy, and the turning circle is not small enough to easily do a U-turn in an urban street. Again, if you are a smaller rider, a three point turn involving plenty of footwork is not a welcome prospect for such a big machine.
Am I pleased with my 1400 GTR. Yeah, kind of, but this is never going to be the love affair that you always hope a new bike will become. Perhaps it is just a comment on how good modern bikes can be that I always expect more than I get. I will keep my GTR for several thousand more miles, but only because a Ducati Multistrada is hard to get at present and I won't get mine (yes - I have ordered one) until after a couple of planned long trips.
I agree in most points of your review. The C14 is a Sport Tourer and definately should have more adjustability in the suspension.
You describe a "wooly" feel of the engine at low RPMs. For some strange reason, Kawasaki neutered the bike down low with a set of secondary flies. Read up on Fly removal and it will wake this beast up. I dyno'd at 137 HP and 95 lb/ft of torque stock and the next day removed the flies, installed AreaP full exhaust w/Carbon fiber can, BMC Race Air filter, and a Power Commander V. She now dyno'd at 151 HP and 105 lb/ft of torque, an 11% gain! You don't need to downshift every time to pass anymore, and my mileage went up! I did this at 4000 miles and it feels like a new bike.
Ah, the flies. Were these removed on the 2010 model per chance?
Quote from: Mr Blek on September 18, 2010, 09:51:23 AM
Ah, the flies. Were these removed on the 2010 model per chance?
I was reading a Bike magazine article the other day that stated the secondary flies are used by the traction control system, so I would imagine removing them would cause all sorts of electronics problems.
Martin.
They were not removed, but people who have had both bikes comment on the increased feel of HP and torque on the 2010s. That could be due to 2 things, the secondary flies opening sooner or the A/F maps are different. I would venture it is the maps. On the 2010 there is a selectable "Eco" mode, which would select a more fuel efficient map. The non-eco mode probably has a bit more agressive map.
There are 2 variations of the 2010, Non-ABS (available in 2008-2010). The Non-ABS versions are the same as 2008-2010, they do not not have ABS or traction control and you can safely pull the flies.
In the 2010 ABS-KTRC (only available in 2010) version, the traction control uses 3 parts for the traction control to operate; Air, fuel, and engine timing. The secondary butterflies operate the air portion, closing when detecting rear wheel spin. Removing them probably would not be recommended if KTRC is desired to operate at 100%. I personally would not hesitate to remove them on the 2010 ABS version, the KTRC just isnt a feature I would want anyway. More HP is worth not have KTRC.
Viewdvb, very interesting comments and they make interesting reading. Thanks for sharing.
I tried a few bikes before buying my GTR, and the only real competition was the GS Adventure and the Multistrada.
To cut a very long story short, I found it took me a long while and many test rides to admit to myself that there is no such thing as a perfect bike. To be honest, I think it is impossible to expect any bike manufacturer to make such a thing. We are all different, and manufacturers have to compromise somewhere.
I found myself going round in circles with lists of detail issues & concerns on each bike. Nothing was absolutely perfect.
However, for me the GTR was the most appealing, the most wow-factor, the best bike to open the garage door on and raise a smile. It is the one that makes me proud to own it.
In some situations, the Multistrada would undoubtably be better. In perhaps most situations, the GSA would be a better bike judged purely objectively.
Neither of them however would beat that pride of ownership. Like buying an Alfa over a Toyota, you live with some issues for the soul and flair.
Just my 2p. After my Multistrada test ride, I am sure any rider would love it. For me personally, the GTR is very close to perfect. If we all liked the same things, the world would be very boring indeed.
Martin.
I made a major screwup before I purchased the GTR. Went to test ride a BMW 1200GS Adventure. I really wanted the bike as I was in love with the styling. To cut a long story short, I came back disappointed. The vibration in the right grip was too much. It would piss me off big time.
I had already heard about the GTR and the first bike I saw, I thought wow. But 1400? Asking for trouble. So instead I went a purchased Varadero 1000 without test riding it. Bg mistake. A year later I was done with the Vara and test rode the GTR.
The rest is history