The range offered by Yamaha in terms of sports is rather rich and inspires respect. Whether it’s the small R125 and R3 for beginners, the R6 for trackers only or the R1 and its M version for the more seasoned, these are particularly sharp models designed for performance. However, there was a lack of a more accessible model for those who want to ride on a daily basis and do the track at the weekend, this is how the R7 was born.
VIDEO – Watch our test of the Yamaha R7 above
Supersport model with a racing look but easy to handle, the Japanese novelty was entrusted to us in the Almeria region, in Spain, for a test on the road as on the track. Two areas for which the R7 was designed and in which, contrary to what one might have thought before taking the handlebars, supersport is doing very well.
From the point of view of the look, the R7 takes on its own the DNA of the famous R (for Racing), whose first of its kind appeared in 1998, the famous YZF-R1. Since then, some 400,000 units sold in Europe. No wonder the R7 has such a seductive silhouette as its sleek sisters. Sharp fork crown, indented tank, fairing enveloping the mechanics with extended exhaust and peaked rear shell, everything here exudes sportiness.
With such a design, we tell ourselves that the beautiful will give us a hard time during the first turns of the wheel. Surprisingly, you quickly feel at ease. the 689 cm3 CP2 twin-cylinder unit from the MT-07 gives the bike a certain compactness and it is very easy to clamp the frame between the legs. The footrests are a bit high, sporty requires, but the handlebars are not so low, we quickly find our marks without straining the wrists too much.
If in town the position is not ideal or even brittle, when attacking small roads it is ideal, even for large riders. Chaining the curves of the Almeria hinterland quickly becomes a treat because the R7 fits perfectly on the angle, the steering is precise, and the suspension works perfectly. Yamaha gave it a 41mm Kayaba inverted fork effective at the front, fully adjustable, which collects the imperfections of the coating without being too violent, while at the rear the mono-shock absorber, also adjustable, contains the frank accelerations.
The whole chassis, suspension is really consistent. Brembo’s braking is really powerful without lacking in progressiveness. The whole is homogeneous with a docile engine, all in roundness, quite torquey at low speeds and offering a good extension while progressiveness.
By integrating the CP2 with 73.4 hp at 8,750 rpm, which can be clamped at 35 kW, with a torque of 67 Nm at 6,500 rpm, the R7 makes the choice of accessibility and not of radical sportiness. Moreover, this engine, really well thought out, has proven itself in the heart of the bestseller MT-07. The more forward position, and the different distribution of the masses, here attenuate a little the character effect that we know, and this despite a contained weight of 188 kg.
However, it remains perfectly suited to treat yourself to great sensations, you just have to take a look at the tachometer on the LCD screen to realize it. And not to spoil anything, no need here for a plethora of electronic aids. Indeed, there is no inertial unit, No traction control, no preset modes, the R7 is the old-fashioned sports car.
And despite this simple design, it’s still easy to pick up. The reaction to the accelerator is precise, as for the assisted clutch, it is a treat of flexibility. Conquered by its performance on the road, it remained to be seen whether it would be up to the task on the Andalucia circuit layout.
Pavement this time in Bridgestone Battlax R11 with impressive grip, replacing the Hypersport S22 already very efficient on the road, the supersport shows from the first laps that it does not lack liveliness, both from a dynamic point of view and from the engine point of view. The acceleration is straightforward without the nose tending towards the sky, the heavy braking rarely puts the fork at fault. You quickly take pleasure without worrying about your safety.
The fairly high footrests and the notched tank to wedge the legs here show all their interest in curves and the passages are becoming faster and closer to the vibrators. Our models were here equipped with the Quickshifter Up, available as an option, more than useful it is essential to scavenge seconds. Too bad it is not offered in Up & Down version, mechanical configuration requires.
The most demanding will tend to replace the fork and the shock absorber with more efficient elements, even if the original equipment is perfectly suited to muscular driving. Proof of this is, Yamaha intends to create the R7 Cup in France. Sure of its model, the manufacturer offers for the most demanding options such as an Öhlins suspension kit, racing controls or an ABS removal kit.
Reassuring, not stingy in sensations, the R7 shows once on the circuit that it is as comfortable as on the road. Yamaha has found an interesting compromise here for those who want to have fun on the track while keeping their everyday motorcycle. There is no doubt that this concept will make children with the manufacturer in tune, and perhaps an R9 derived from the MT-09, who knows…?
- The neat look
- Ease of handling
- Pleasure on the track
We like less
- Less character than the MT-07
- Pas de shifter Up & Down
- Type Inline twin, 4 stroke, liquid cooled
- Fuel supply Electronic injection, 4 valves
- Displacement 689 cm3
- Bore x stroke 80mm x 68.6mm
- Compression ratio 11.5: 1
- Maximum power 73.4 hp at 8,750 rpm
- Engine torque 67 Nm at 6500 rpm
- Diamond Type Frame
- Chain drive
- Multidisk clutch in oil bath
- Front suspension Inverted fork diam 41 mm, fully adjustable, 130 mm travel
- Rear suspension Adjustable mono-shock absorber, 130 mm travel
- Front brake Double disc 298 mm / Brembo 4 piston radial calipers, ABS
- Rear brake Single 245 mm disc / Brembo 2 piston caliper, ABS
- Front tire 120 / 70ZR17
- Rear tire 180 / 55ZR17
- Length 2,070 mm
- Height of cell 705 mm
- Operating weight 188 kg
- Wheelbase 1395 mm
- Ground clearance 135 mm
- 13 l tank
Yamaha R7 : 9 499 euros
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