More concerning is our test bike’s increasingly clunky gearbox; downshifts, especially when the bike is cold, require a hard push, and even when warm it’s not the smoothest tranny we’ve tested. A You Yamaha Motor Finance PCP deal could see one in your garage for just £105 p/m based on a £1634. Perhaps chalk it up to needing an oil change? All in all I think the designers have done a nice job. 2018 Yamaha XSR700. So, we’ll cover the obvious stuff first. Around town the XTribute is a comfortable and compliant machine. It’s most noticeable on repeated bumps – especially mid corner where it upsets things a little if you’re pressing on and the bike will sit up more than I’d like. Here’s what it’s like to live with one. Seating position is quite comfortable – reach to the bars is easy and relaxed. I’d probably buy the XSR over the MT-07LA just for the styling. On top of that familiar driveline, they’ve added some really nice styling. The seat height is slightly higher than the MT-07LA by the way at 835 mm compared to 805 mm, but doesn’t feel tall at all. I like it. Yamaha has elegantly bridged this gap with the XSR700 Sport Heritage. With a fair bit of dive on the brakes from the non-adjustable forks. But definitely not just for learners. Its CP3 (Crossplane Crank three-cylinder) engine has the firing of the pistons spaced at 270°, giving the bike the off-beat sound and feel of a V-twin. It isn’t too quick but it’s no slouch either. And you’ll love it, as long as it doesn’t get too muddy! It’s worth noting that in standard trim the bike does get a bit of a head wobble on if you go (a long way) above motorway speeds. Starting from the back for a change, the circular LED tail light is uniquely executed and really stands out – a stylish blend of old meets new. Moving forward from there, the seat has a nice old school shape with two different leather finishes and has the XSR700 ‘logo’ (which is featured in a few places) embossed into the back. Wayne loves all things motorsport, but lives for two wheels. As mentioned above, ABS is fitted and can be disabled – a 2nd gear burnout seems to do the trick – although the switches on the dash don’t control it. The total or partial reproduction of text, photographs or illustrations is not permitted in any form. The brakes are well specced too for the package. It’s a punchy wee beast, with a crisp delivery and best of all, it loves to rev! With the retro-looking suspension gaiters on the front forks, you’d be forgiven for thinking the XTribute’s setup was bespoke for this model. The canvas-and-leather saddlebags are fairly small, but with ABS linings they hold their shape, making it easy to stuff them with the necessities: an extra pair of gloves, layers, a rain suit or a few groceries. It has a 14-litre aluminium tank – the same capacity as the MT-07LA, which will see you comfortably past the 300 km range, with a red plastic strip bolted on top. Solid torque from low down. Could do with some more damping for mine, but unfortunately unlike the MT-07LA it’s not adjustable. The gearbox is extremely slick and handles clutch-less upshifts and downshifts with ease. With just mechanical pre-load adjustment on the rear shock, dialling out the bounce will be near impossible. ? COMPARISON: Aprilia RS 660 takes on its (almost) rivals, Aprilia RS660 (2020) | First Ride and Video REVIEW, Harley-Davidson LiveWire (2020) range recharge and road-test, Kawasaki Z900 (2019) real-world review | Part one, Remembering Nicky Hayden in 10 magic moments, Aprilia RS 660 [2020] | First Impressions Ride Review. This new for 2020 colour scheme is called ‘dynamic white’ by the way. by Wayne Vickers. It makes the thing so much more engaging to ride, you can never claim an engaging bike to be a boring bike now can you!? Some of the handling could be sorted by fitting the Öhlins NIX 22 cartridge kit that Yamaha sell as an accessory. Same goes for the XSR900 for that matter. That translates to a nimble, easily maneuverable ride in traffic and perfect for both someone learning their way around riding, and someone more experienced who can take a little more advantage of it. Eazi-Grip tank grips review | transform your bike without picking up a spanner! Thrumming back and forth to the office and running errands, I’ve never seen less than about 60mpg from the bike. We’ve thoroughly enjoyed Yamaha’s middleweight FZ-/MT-07 since it came out back in 2015, so it was no surprise when EIC Tuttle became somewhat smitten with its neo-retro XSR700 iteration. I’m not convinced there’s much out there that’ll top this. Highway cruising sits you at around 4 and a half which is right in the meat and potatoes for plenty of overtaking poke. The inner section of the dash relays the main information to you, with a large rev-counter and speedo dominating the design. The dash is clearly laid out and very easy to read regardless of lighting level and angle of the sun. It feels light (186kg wet) and quite agile with its short wheelbase of 1405 mm. Yamaha XSR700 Review Wayne tests the 2020 Yamaha XSR700. I’m torn as to whether I like the exposed bolts if I’m honest. I ventured down a couple of local lanes near me on a sunny day and had a great time sliding the back end of the bike around and pulling skids. Upfront there are Yamaha’s one-size-fits-all calliper made by in-house experts Sumitomo. MCNews covers all areas of interest for the motorcycling public including news, reviews and comprehensive racing coverage. Great for old and new riders alike, it’s even a2 compatible after some quick and inexpensive work is carried out. 2018 Yamaha XSR700 | Long-Term Ride Review. Moving further forward and there’s more nice touches of brushed aluminium around the classic shaped headlight. An ex riding coach and road racer wannabe who simultaneously ran out of talent and money. Well, it’s a competitive little segment now I guess, the naked learner approved light-middleweights. MT-07LA which you can read more about here, 655cc Liquid-cooled, 4-stroke, DOHC, 4-valve, 2-cylinder, 2021 Yamaha Tracer 9 GT looks a seriously impressive package, Cal Crutchlow replaces Lorenzo as Yamaha MotoGP Test Rider, Ride ADV’s women’s Singleton to Tamworth ride a roaring success, Yamaha MotoGP Team hit by COVID-19 once again, Yamaha make statement regarding MotoGP engine penalties, WorldSBK back in action at Aragon again this weekend. But in truth, after riding many miles on the machine I’ve come to realise it’s a very enjoyable machine to own, with an engine and chassis combo that will excite new riders and entertain older hands in equal measure. Simple answer – yes. 2-cylinder, 4-stroke, liquid-cooled, DOHC, 4-valves, Wet weight (including full oil and fuel tank), Visordown is part of the CMG Full Throttle Network. Twin 282 mm wave discs up front and a 245 mm in the rear, both ends get ABS. Ground clearance was an issue a couple of times, but this is predominantly a street bike. Plenty of power without being intimidating on initial bite. With a higher, wider handlebar, a taller, cushier seat and firmer suspension than the standard FZ-07, plus the FZ’s signature light, flickable handling, spirited Crossplane-concept parallel twin and strong brakes, the XSR700 is an ideal daily commuter and weekend canyon carver. It’s an absolutely ripping low speed wheelie bike.. Where does that leave us then? With those figures in mind, tank range in normal use about 140miles making the XTribute fun yet frugal. The Yamaha XSR700 XTribute is Yamaha’s answer to the call for a retro-naked with back road ability. There’s plenty to like about the smaller XSR and I could not only see it being a long term prospect kept well beyond the learning period for a lot of riders, its a quality bike in its own right. For the unfamiliar, the XSR lineup consists of the bigger brother XRS900 which runs the impressive 847cc triple shared with the MT-09 (which probably gets the most attention) – and the XSR700 as reviewed here which runs the equally impressive 655 cc parallel-twin also shared with the MT-07LA. The whole driveline is shared with the MT-07LA which you can read more about here – and it’s terrific. Jenny Smith - May 15, 2018. I dig it – it completes the picture and helps to give the bike a real identity when riding. It’ll be interesting to see how the sales go this year compared to the MT-09. A learner will probably not find this a limitation and an experienced rider who wants to push harder will probably be looking at the bigger XSR anyway. The rear brake is a single piston sliding caliper with surprisingly good bite making it excellent at keeping the bike under control around town. Flicking through the options is done through the buttons on the side of the binnacle though and not through the switchgear. Today’s learners don’t know how good they’ve got it!Switchgear is all excellent Yamaha fare and both the clutch and brake operation is light and easily controlled.

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