The supersport brewery is back to life, although the term ‘supersport’ has taken on a new meaning: the days of the screaming four-cylinder engine are over, two-cylinders with a sense of reality are the basis of this remarkable renaissance.
The R7 is the newschool supersport: accessible and affordable. For the youngster who does want something with a racing fairing, but is not waiting for an engine that can only really perform well on the track. Because it is precisely this group that drives on the street in 95% of the cases, with a track day mainly as a nice extra – if they even try it. The R7 cannot be compared with the R6 at all, so the picture is correct in terms of positioning in the line-up; especially when you know that the immensely popular MT-07 has served as its base.
Indeed, the MT-07 was the model for this R7. Although Yamaha has not tinkered with the block itself (also in the R7 good for 73 hp and 67 Nm), the twin is equipped with an assist/slipper clutch for the first time. In order to improve the top speed a bit, a one tooth smaller sprocket was inserted at the back, 42 instead of 43 teeth. The bicycle part was also examined, the front part was completely overhauled.
The R7 does it with a 41mm KYB upside-down fork, fully adjustable and with a set of heavier springs than the MT-07. A radial Brembo brake cylinder and a set of radial four-piston calipers take the sporty honors in the braking area, the 298 mm discs are the same as on the MT. At the rear, the KYB monoshock hangs in a modified link, which propels the butt (and seat height) an extra 35mm in the air. Good for more focus on the front wheel and extra ground clearance, less pleasant if you have short legs. But all in all, the R7 is really much more than ‘an MT 07 with a fairing’.
The hinterland of Almeria, southern Spain, is the setting for the first street session, and that translates into a mix of divine, desolate, GP-quality Spanish roads… and some bouncing practices within the speed bump-strewn historic village centres. Irregularities that are repaired without too much physical malheur by the not too extreme set-up of the KYB suspension. In terms of seating position, Yamaha seems to have found a good compromise between sporty and yet sufficient comfort to sing it out for a while. Compliments also for the streamline, apart from the M1 elements and the beautiful slender lines, the wind protection of the relatively high window is not at all wrong.
In the villages, the twin is easy to smother, 1,500 rpm in third gear swallows the R7 without too many problems; and with the help of the clutch that is indeed easy to operate, you can pull things smoothly again with a finger joint if it gets a little too complicated. In addition, the punch from the 689cc two-cylinder continues to amaze. You can’t call it a horsepower cannon, but certainly in the midrange the blows are hit and there is above average fun on the R7 for the more experienced driver. Between the blaring of the trumpets, there is also a small false note: the LCD dashboard does not really (or: really not) excel in readability, especially with the sun from above.
We will finish the last kilometers of the day at the Circuito de Andalucia. Now that we let loose the reins, the comparison with the deadly competitor Aprilia RS660 is also a bit easier to make. That engine has a longer breath, and ultimately also more horsepower (26 pieces), but instinctively I think that both ruffs are closer to each other than you would expect. The R7 relies on its bottom-up punch, where the Aprilia only gets into the partying above 8,000rpm. Then at the R7 the cake is already quite finished. No, the power with the Yamaha is in the wide working range of the two-cylinder, between 4,000 and 8,000 rpm. Diving into a corner a little too hot or missing a gear doesn’t immediately mean a man overboard. That makes the R7 very forgiving.
Despite the radial set-up of the brake pump, the braking part as a whole still lacks some venom. Of course you run into this earlier on the track than on the street, but a set of steel brake lines should be at the top of the priority list. After a few sessions you will also long for a slightly more burly pull on the motor level. Precisely because the R7 can be measured so easily and convincingly in corners, you gradually get the feeling that the Yamaha technicians could have picked up an extra horsepower or 10 (or 20) from the CP2 …
Conclusion
The R7 combines a great chassis and forgiving, burly two-cylinder engine with a very realistic price tag; without the (price-increasing) digital fuss that you don’t want on a motorcycle like this. Yamaha offers young riders in particular a very interesting alternative to the variety of naked bikes that have dominated the market for years. Circuit connoisseurs with the throttle on the right would like a little more bite, both in terms of braking and final shot, but that really can’t spoil the fun.
Pros and cons
+ No fuss
+ Strong midrange
+ Sends persuasion
– A little more horsepower would have been even more fun
– Brakes lack some bite
– Dashboard poorly readable
Read the full test Motorcyclist November 2021 or KickX starts October 2021†
Engine: 689cc DOHC 4V liquid-cooled parallel twin
Bore x Stroke: 80 x 68.6 mm
Compression Ratio: 11.5:1
max. power: 73.4 hp @ 8,750 rpm
max. torque: 67 Nm @ 7,750 rpm
Fuel supply: injection
Transmission: six-speed, slipper clutch, chain
Frame: tubular steel frame
Front Suspension: KYB 41mm upside-down fork, fully adjustable, 130mm travel
Rear suspension: KYB monoshock, adjustable preload and rebound damping, 130mm . travel
Front brake: 298mm discs with 4-piston radial calipers, ABS
Rear brake: 245mm disc with 1-piston caliper, ABS
Front/rear tires: 120/70-ZR17 / 180/55-ZR17 (Bridgestone Battlax S22)
Wheelbase: 1,395mm
Headset angle/travel: 23.7°/90 mm
Weight: 188 kg (roadworthy)
Seat height: 835 mm
Tank capacity: 13 l.
Price Belgium: € 9.699,-
Price Netherlands: € 10,299,-
Text Randy van der Wal • Photography Yamaha
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