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Title: Review of the 2022 Yamaha YZF-R7: Three Versions of Yamaha’s New Twin-Sport Motorcycle

Title: Review of the 2022 Yamaha YZF-R7: Three Versions of Yamaha's New Twin-Sport Motorcycle - Motorcycle Magazine - Racext 1

Title: Review of the 2022 Yamaha YZF-R7: Three Versions of Yamaha’s New Twin-Sport Motorcycle – on our site you will find the best spare parts and accessories for cars and motorcycles

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Title: Review of the 2022 Yamaha YZF-R7: Three Versions of Yamaha’s New Twin-Sport Motorcycle

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Yamaha seems to have wrapped the famous naked machine MT-07 with sleek plastics. However, as our man Greaser wrote in his first article on the R7, there are many key differences between the €7,700 MT and this €9,000 R version.
To make up for the lack of that first riding review article, we’ve compiled three reviews in one, offering you multiple perspectives on how the R7 performs and where it fits in the motorcycle world. First, a quick breakdown of the technical specs.

Technology

Aside from the style, the most notable work has been on the front end of the R7, which is more aggressive than the MT-07. The steering angle has been increased to 23.7 degrees (for context, the MT-07 is 24.8, and an R6 is 24.0 degrees). The fork tubes are inverted, using stiffer springs, and the triple clamp offset has been reduced compared to the MT-07. The shock absorber also uses a stiffer spring, predictably, and the rear ride height of the bike has been raised. All of this means that the R7 has a shorter wheelbase and less steering lock than its fraternal twin, along with more front weight bias and a higher seat. More sporty, in other words; no big surprise there.
In addition to the fundamental changes, Yamaha has upgraded some basic components for the intents and purposes of the R7. The front brake hardware is similar, except for a sturdy Brembo radial brake pump, including an adjustable lever. There’s also an optional quick shifter (available separately), which is plug-and-play with the preprogrammed ECU once the €200 part is purchased. Yamaha claims the R7 is the “narrowest R series ever” and it certainly feels tidy and light. It weighed on our scales at 415 pounds – nine pounds more than the MT-07 despite the claimed 2.4-pound savings using a fantastic lithium battery from the R6 parts bin and holding 0.3 gallons less fuel in the tank than the MT.
This is a significant bike for Yamaha, as it fills a gap left by the R6 in the company’s lineup and targets the medium-sized, mid-power, and affordable sports bike market that Aprilia has recently started to capture. Not to mention, this bike revives the legendary R7 moniker made famous by the Noriyuki Haga OW-02 World Superbike era, a rare homologation special.
As for riding, some of us here are amateur knee-draggers, not as fast as Haga-san, of course, but still eager to take the R7 to a closed track. Most of the team here in Los Angeles has spent time on the bike, including a day at Buttonwillow Raceway, so instead of presenting a standard first impression, we thought to offer multiple takes on how Yamaha’s new twin-sport motorcycle has lived up to our respective expectations. Think of it as three reviews in one.

Ari’s Take

Thank goodness for the R7. Finally, a bike that looks like what squids want but with an engine that makes real-world sense. The YZF-R6 that the R7 is designed to emulate was great at what it was designed for: winning Supersport championships, but it was a truly terrible street bike with punishing ergonomics and a power band unsuitable for life on public roads.
Yet R6s are everywhere on the streets of Los Angeles, and the unfortunate fact is they seem to be the aspiration of many new riders. So, if the R7’s aesthetics can draw people in like the R6 did, then those riders will be on machines that are less expensive, less demanding, and much more practical that still look (and feel, at least from the riding position) like they belong on a racetrack. If the lower redline and lack of a shrieking exhaust note put them off, hopefully they find solace in the fact that the R7 is easier to wheelie, and its parallel twin actually makes more torque than an R6’s inline-four up to 9,000 rpm.
Here’s who I see buying the R7: New and/or vain riders who are powerless before the fact that it looks like the most winning 600 supersport of all time, or more experienced riders who recognize the fun and versatility of a sharp, affordable, and lightweight sportbike.

Jen’s Take

Full disclosure: I’m a die-hard R6 lover. I’ve owned my 2008 Yamaha R6 since 2013 and it has countless track days and club race miles on it. Like every other inline-four, 600cc junkie, the news of the R7 made me physically jerk in indignation. Replacing the R6 with this MT-07 in wolf’s clothing? Outrageous! I really wanted to hate the R7 when I swung a leg over it. I’ve ridden it on city blocks, my favorite country roads, and on track trying to build the case I had already formulated in my head. But the truth is, the R7 was captivating in unexpected ways.
My harshest criticism of the MT-07 centered on its lack of performance in handling, and it’s nice to see that the R7 has addressed most of those issues. The upgrades in braking and suspension had me entering corners with a lot of confidence. This performance comes at a cost, of course, and that cost is rider comfort. The riding position is very aggressive, which shouldn’t be surprising on a sportbike, especially one bearing the “R” badge in Yamaha’s lineup.
The CP2 engine is still as fun and playful as I remembered from the MT-07. I think it can be best described as “quick but not fast.” With a responsive throttle and a robust bottom end, the R7 launches off the line in a way that is very satisfying. However, in the mid-to-high range of the power band at higher speeds, for example trying to pass a slow car on a two-lane country road or on a long straight at the track, the engine shows its limits.
Am I selling my R6? Absolutely not. That doesn’t mean, however, that I don’t see or appreciate a place for the R7 in the market. Sales data here in the US has clearly shown that lightweight sportbikes have been the strongest segment for several consecutive years, and when these riders move on to their next bike they haven’t been choosing race-ready machines like the R6. So, a new breed is born in the R7, and if it means more sportbike enthusiasts flocking to the fold, then I welcome it with open arms.

Zack’s Take

My initial take on this R7 was that Yamaha missed the mark. I was really impressed with Aprilia’s RS660 – because it’s fast and sporty yet comfortable enough to ride all day – and I thought if Yamaha could follow the same recipe, minus some electronic luxuries and selling for a couple thousand dollars less, they’d be sitting on a winner. Instead, it felt like the BluCru did 80% of the work but ultimately made the R7 too lively and uncomfortable to make sense.
To be clear, I like that the R7 is a more practical sportbike than an R6, because so many people who think they need

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Title: Review of the 2022 Yamaha YZF-R7: Three Versions of Yamaha’s New Twin-Sport Motorcycle

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