NEW Yamaha R7 Review (2022) - Track & Road Tested

It’s no secret the supersport 600 market has witnessed a dramatic decline. In Europe it dropped by a staggering 77% from 2000 to 2020. Yet racing remains hugely popular, particularly MotoGP, WSBK and BSB (in which classes Yamaha are having notable success in this, their 60th anniversary year).  And while the popularity of track-focused 600cc machines has declined, smaller sports bikes have seen an increase in sales, particularly Yamaha’s R125 launched in 2005 and the R3 launched in 2015.

With the legendary R6 now only available as a track option, there’s a void in Yamaha’s sporty range between the R3 and R1, and the Japanese automotive giants spotted as an opportunity. Creating a new bike based on the hugely popular and sales chart super success, the MT-07, was a no-brainer – in fact, I’m surprised it’s taken them so long. This isn’t a replacement for the inline-four R6 and is similar to the original OW-02 R7 in name only. The 2022 YZF-R7 promises to deliver a balance between road and track riding; is affordable, accessible, and still carries the brand's R-series style and look.

For 2022, Yamaha launches this brand-new model, the R7. The R7 uses the same parallel twin found in the MT-07, but that is where the similarities end. A re-designed chassis with more frame rigidity, a steeper head angle, new inverted forks, revised shock and brakes, not forgetting the dramatic styling… and it looks great.

Yamaha invited us to southern Spain to test the new machine on both road and track. First impressions are favourable, this bike really could be the machine to re-energize the mid-capacity sports bike and could become a sales chart hit in 2022.

Yamaha R7 (2022) Price

How much is the 2022 Yamaha R7? £8200

Yamaha has jumped into a new market segment, which historically has been dominated by Kawasaki’s Ninja 650 (£7399). Heavily modified 650 Ninjas have dominated road racing in the Lightweight/SuperTwins class and is the first-choice bike for many for the road and track.

However, Aprilia entered the fray with the impressive RS660 launched this time last year. I first rode the sporty twin in Italy and returned full of admiration. The sexy Italian is the most expensive bike in this class but comes with a plethora of tech goodies, including lean sensitive rider aids, which the others don’t have. But it is pricy at £10,149.

Honda’s CBR650R (£8149) can’t be ruled out either. Fractionally cheaper than the R7, the inline four-cylinder machine makes more power, and the rev happy engine makes it fun to ride. Arguably, it is not as desirable, especially compared to the R7 in its white anniversary colours (which will cost an extra £300).

Power and torque

The parallel twin, with its unique 270-degree crank, is taken directly from the MT-07. Bore and stroke, compression ratio, gearbox… everything remains the same as the engine updated in 2021 to be Euro -5 compliant. This means peak outputs of 73.4PS (54kw/72bhp) @ 8700rpm and 67Nm/49.41ftlb of torque @ 6500rpm.

However, Yamaha have fitted a ‘first assist and slipper clutch’ which not only improves engine braking but also reduces the clutch lever pressure by 33%. The throttle pully routing is more direct to give a sharper, quicker feel and the gearing is longer, down from a 43-tooth rear sprocket to 42. With the R7’s improved aerodynamics, Yamaha claims the new bike has an 8% higher top speed than the naked MT-07 but wouldn’t confirm what that was.

Engine, gearbox and exhaust

There are no electronic rider modes to select or rider aids to increase or decrease because there aren’t any! Simply jump on and ride because the fuelling and delivery are as friendly as a hug from granny.

On the road the R7 is, as you’d expect, very much like the highly acclaimed MT-07. The throttle delivery is soft, fuelling is excellent, and the 270-crank gives the parallel twin a smooth feeling compared to similar engines with a 180-crank.

Power delivery is linear without any peaks and troughs. At almost 80mph, the rev counter hovers below 5750rpm, still with plenty in reserve. Fast touring isn’t a problem for this ‘entry-level’ sports bike either. Tuck in behind the reasonably protective bodywork and 135mph will appear on the (rather plain) digital clocks. Stretch the cable and try a little harder and an indicated 140mph could be achievable. Obviously, we tested this on track but you know, if you fancied a bit of fast touring in Germany on those autobahns…

For the track part of the test, Yamaha fitted their optional Quick Shift System (QSS, £134) which works on upshifts only. You need to keep the little engine buzzing, and the QSS becomes essential as you live in the upper 25% of the rev range. On the road, the MT-07-derived engine will happily pull cleanly from low down in the rpm, but on track loves to be thrashed, with upshifts only made when the shift lights illuminate.

Around the Andalucía racetrack in southern Spain, I anticipated that the R7 would feel like an underpowered R6 and leave the rider a little deflated, like drinking alcohol-free beer. Glady, my predictions were wrong.

The R7 has a character of its own: it’s punchy out of the slow corners, and despite the lack of rider aids you can get on the power incredibly early. On a larger bike, hard acceleration out of corners often means leaning on electronic rider aids. But on the R7, inherent mechanical grip (R11 Bridgestone’s were fitted for the track test) combined with unintimidating power output translates to a quick exit.

Yes, on the long straight it’s not arm-ripping quick: fourth and fifth gears feel long, and sixth is almost too tall for the track. But again, I can see the benefit for inexperienced riders. The lack of extreme power gives you time to breathe and relax. Corners don’t rush towards you; you have time to focus on the line and have fun. Riding an R6 or an R1 can be hard both mentally and physically, but the R7 isn’t. You won't be packing up early on your next track day.

Handling, suspension and weight

Many will compare the new R7 to the MT-07, but this is an entirely new bike and not an MT-07 with some attractive bodywork added. The chassis has more rigidity, the steering head angle is steeper, the rear had been lifted via a new linkage and a revised rear shock, wheelbase is shorter (by 5mm), and there are completely new KYB forks, now inverted and fully adjustable. The centre of mass has moved forward while the rider, a large percentage of the overall mass of course, is positioned much more R6 than MT-07.

So what does this all mean? Despite its racy and aggressive looks, the R7 is actually very forgiving. The ride is on the soft side of sporty, by which I mean this isn’t like a harsh supersport machine. On the road, Yamaha’s R6 is too firm, with little static sag, and needs to be softened to work on the road. But the R7’s focus is on real-world bumps and road decay. The suspension has plenty of travel and movement, which translates confidence to the rider, especially helpful for those with less experience.

You can feel what is happening beneath you and feel at home on the R7 from the off. At a brisk road pace, it’s involving and tremendous fun. Riding in the mountains devoid of traffic and police I didn’t want to stop for lunch. Knee-down left to knee-down right with minimum effort – at one stage I thought I might run out of knee sliders. I can’t remember the last time I rode any bike on the road with so much gusto while remaining serenely composed.

As you ‘only’ have 72bhp to play with and the chassis is compliant, you’re in control, not the other way around. You have time to work out the corner, see it open up, and get on the power early. Alternatively, you can leave the R7 on its side, knee skimming the road, just for the hell of it. Grip and feedback are truly excellent.

Okay, when you push on to track day speeds on the road, the standard suspension needs more support. Brake heavily and the forks dive very quickly with too much travel, and the rear is on the soft side. But this bike is aimed at new riders, or those lacking experience, not former racers pushing the boundaries of grip.

For this track test Yamaha cleverly fitted track day rubber and tweaked the suspension to match. Again, like the motor, I wasn’t disappointed. In fact, the little R7 was a real surprise.

Considering the R7’s price point, the chassis and suspension perform above expectations on track. The Andalucía track is hard to learn and demanding, but the R7 made light work of it. With the tweaked suspension, I could now brake later and with more fork control. The turn-in and roll into the corner were lovely, not razor sharp, but easy enough. Once on its side the R7 devours corner speed and will carry radical levels of lean, to elbow-down levels if necessary. Toe sliders touch, but I had no problem with ground clearance. On exits, the rear shock takes the strain of the relatively low power, the sticky rear Bridgestone grips, meaning you can get on the power early – again and again. Absence of electronics is completely forgotten.

Yamaha R7 (2022) Comfort and Economy

Yamaha claims the R7 is the most aerodynamic in the R-Series. It is narrow at the front and the seat too, which makes it easy to get both feet on the ground for short riders (seat height is 835mm). However, this aerodynamic package, with ergonomics closer to the R6 than I was expecting, does make the R7 on the small side. I’m 5ft 7in, or 172cm, and felt at home in the racy riding position but riders over 6ft may find it a little cramped. The screen is reasonably large for fast motorway riding, and at slow speeds the ‘bar position wasn’t too extreme.

Given that the engine is from the MT-07, it should deliver 55-60mpg. The R7 is more aerodynamic than the MT, but also little heavier, by 4kg, and will most likely be ridden harder. Tank size has also dropped a fraction from 14 to 13 litres. I’d estimate you’d need to start worrying about fuel around the 140-150-mile mark.

The dash includes a digital fuel gauge, plus the usual trip and mpg data. My only gripe is that it is a little dull, and the cable routing makes the data at the bottom a little hard to read, though taller riders may not have this problem.  

Brakes

The R7 is equipped with radial-mounted four-piston ADVICS front callipers with a Brembo master cylinder gripping 298mm discs. The latter appear to be the same as the MT-07, but that’s all.

On the road I had few complaints. There’s good feel at the adjustable lever, and new or inexperienced riders will feel at home. On the track, the brakes are more than powerful enough to control this lightweight bike.

At the end of the fifth gear back straight, the ABS was a little intrusive and trying to feel the last percentage of braking power was hard work. You can’t feel the pads gripping. If you wanted to race an R7, you’d need to remove the ABS and upgrade the pads for a better feel.

Rider aids, extra equipment and accessories

The lack of rider aids will divide opinion but then it is built to a particular price tag. I did not feel short-changed just because the R7 lacked any traction control or cornering ABS. The fuelling is manageable, the suspension feedback is excellent for this type of bike, and we rode in perfect conditions. However, I grew up riding angry two-stroke without any rider aids, and this bike is aimed at new or inexperienced riders who will probably ride all year round. In cold or damp conditions, will the lack of rider aids concern some buyers, especially when other models have far more advanced rider aids?

As mentioned, Aprilia’s RS660 comes equipped with lean sensitive rider aids and optional riding modes but you’d be paying £2000 extra. But even KTM’s new RC390, which isn’t a direct competitor but is certainly sporty, has basic lean sensitive rider aids and is expected to be under £6000.

For the racetrack, Yamaha unveiled their GYTR race bike, which showcases the racing accessories available for the R7, from race bodywork, suspension, ECU and wiring harness, to brake lines and ABS emulator to remove the ABS – everything to go racing. The full race exhaust from Akrapovic sounded great, by the way, and don’t be surprised to see a one-make race series. (Yes, please, I want a go.)

There is also a more practical range of side tank bags and soft side bags. If it was me buying an R7 I’d definitely opt for the 60^th anniversary colours and QSS, which was fitted to our track bike – shame it doesn’t come standard.

Rivals

Single-figure temperatures, a thin layer of road salt and Yamaha’s latest R-series sports bike. Best day of 2022 so far

2022 Yamaha R7, the UK road test

Road testing a new sports bike in the UK in January is clearly irrelevant, right? Yes, probably, if that’s the only test you get chance to do. But in this case we’d done the sunny Spain road test exploring the R7’s limits, added a couple of track tests and had a pretty good idea of how Yamaha’s new sportster performs in ideal conditions.

But… these are the kind of bikes bought by people who don’t always ride in ideal conditions. If you’re going to commit to an R7 over something a little less radical like Yamaha’s Tracer 700 or Triumph’s Tiger Sport 660, you’d be curious to know what an R7 is like when it’s cold, damp and you have three layers of thermals under your riding kit to limit your leaping all over the bike.

The simple answer is that in these conditions the R7 can be every bit as enjoyable as in the sunny season. There’s a combination of ease-of-use, predictable power-delivery, confidence and poise in the chassis that allow you to feel in complete command of the bike while riding in a very, er, ‘focused’ manner when the roads are cold wet and covered in that horrible winter salty slurry that coats UK roads from December to March.

Handlebars below the top yoke make for a focused riding position. Simple switchgear and lack of gizmos allow the rider that focus. Optional heated grips will be as useful on a chilly summer morning as they are in January.

This is not about lean angles. It’s all about using the R7’s flexible power delivery, lack of mass and ability to make the most subtle changes of direction with the most gentle rider input. Instead of chucking the bike on its ear like Our Man on the Spanish launch, my time with the bike feels like gliding on a grip-less surface, making delicate tweaks via handlebars and pressure on the footrests to keep the R7 pointing where I’m looking.

The front brakes are capable of being as sensitive as they are powerful and the rear brake proves useful for adding a little stability while cornering on wet, slippy tarmac. The suspension is lovely too; soft enough to soak up the bumps in a way that you don’t really notice, but not so soft that you’re thinking about where the bike will end up pointing at the moment you’re thinking about steering. Getting that balance is a lot harder for a suspension manufacturer and chassis designer than you’d think, especially given the range of sizes and weights of potential customers. And also having the subtlety to give feedback under braking on slippery January roads is testament to the thought that’s gone into the R7 chassis.

When the roads dry the riding changes from 6000rpm in fourth and fifth gear to 8000rpm-plus in third and fourth. The bike feels taut and lively, suspension still feels pretty-much perfect for a typical British back road and the speeds are as high as anyone would be wanting to go in these conditions... on anything

Yamaha’s middleweight twin can be fast and revvy as well as punchy in the midrange. Full fairing hides the bulbous additional Euro-5 catalyser better than on the MT-07 and Tracer 700

The R7 shows a side of Yamaha’s CP2 engine I haven’t seen before. In the MT-07 this motor is all about short-shifting – making some noise, blatting through the gears at medium speeds until the lack of a fairing stops play. In the Tracer 700 it’s a little more relaxed; higher gears, lower revs, using the torque of the twin-cylinder engine to cover distance easily and enjoyably.

But in this bike it’s more about the limits. More revs, more gearchanges, more aggression. It’s deceptively quick with a lot more in reserve for overtaking when you’re thrashing it than I remember on the MT and Tracer. Probably not that much quicker from here to there (on the road at least) than its siblings (and you’ll be stopping for fuel more often) but you feel like you’re closer to the limit.

Those fuel consumption figures illustrate it best. On the MT-07 and Tracer I easily averaged 60mpg even in full-on head-down summer riding. On the R7… in winter… I was averaging 53mpg. That says more about how the R7 makes you ride and wants to be ridden than anything.

It’s the opposite of a 200bhp litre-sports bike where you spend 20 per cent of your time (at best) getting even close to its limits. On the R7 you go almost as fast (minus a little bit of eye-squashing acceleration) while spending 70 per cent of your time feeling like you’re really riding the bike.

I don’t care that it doesn’t have rider aids apart from a simple ABS system and I can live without a TFT display, Bluetooth connections and the optional (£140) quickshifter (which works well on full throttle but much less well than the MT-09’s unit on part throttle).

Optional quickshifter works well on full throttle, not so slick on part throttle. Rear suspension works well on standard settings with adjustment available for preload and rebound damping.

As a road bike the biggest issue I have is the riding position, which is a lot more focused than Honda’s CBR650R or Kawasaki’s Ninja 650. In summer, when you’re only in single layers it’ll be fine -heavy on your back and neck, but you’ll soon adapt. In winter layers it’s bearable although your neck aches quickly in slower riding. The biggest issue in full winter kit is looking behind you. The R7 mirrors are ok, but not quite good enough that you don’t need to physically look behind before moving lanes. And that’s not so easy with full winter kit on.

A niggle maybe and less so for many customers who will be younger, less bulky and more flexible than me. But that’s all I’ve got in the ‘minus’ column. Apart from that this is a cracking sports bike.

Is it the great ‘first big sports bike’ that some reviewers say? I’m not so sure. To me the R7 is more like the bike you buy after you’ve run a Honda CBR500R or Kawasaki Ninja 400 and are looking for something even sportier. If you like the look of a sports bike but want some comfort too, buy a Kawasaki Ninja 650 or Honda CBR650R. If you want something that feels like a focused, sporty roadburner, buy the R7 – you won’t be disappointed.

Much more hardcore than Honda’s CBR650R or Kawasaki’s Ninja 650

2021 Yamaha R7 vs Yamaha R6

An unusual time of the year to be testing track-ready motorcycles is the middle of November but we got away with it because the track in question, Blyton Park, was dry and the sun was shining though the circuit’s rough surface left little to be desired. Nevertheless, there I sat at the pit lane exit between two blue Yamaha supersport bikes. Both with full aero and a sporty presence though only one is eligible for the road and complies with Euro 5 emissions regulations.

That’s the R7 – creeping into UK dealerships as I type, available from £8200. The other is YZF-R6 which has been discontinued as a road bike but lives on as a track-only bike and despite being somewhat older it has a £3799 higher price tag of £12,099. OK, so it has two extra cylinders, a four litre larger fuel tank and makes 43.6 more bhp but is that enough to justify the price difference? Or, even though they look remarkably similar and in theory target the middleweight sportsbike fan, are we incorrectly pitching one against the other?

Yamaha’s R6 has been a firm favourite among those racing in the supersport classes over the last couple of decades yet the new-for-2021 R7 is not a like-for-like replacement. Many can grumble over the name and how it shouldn’t bear the same moniker as the mighty OW-02 but as the supersport class has declined so much over the last 20 years so why has Yamaha built an R7?

Simple:

• To encourage more people into a revised and more road-oriented version of the class. Younger or newer riders primarily.
• To bridge the gap in the Yamaha line-up between the A2 compliant R3 and the flipping fast R1
• To still go racing. The Isle of Man TT’s amended regulations for the Supertwin class allow the Yamaha in.

The tale of the tape between these two highlights the power, engine layout, price, fuel tank differences yet closer to each other are peak torque and weight, so what are the like to ride on the track, back-to-back? Here’s a little film we put together:

Cutting straight to the lap times and just 4/10^th of a second was the gap between the two bikes with the R7 quicker at 1m10.04 vs. the 1m10.08 of the R6. It was the R6 with its overwhelmingly advantageous peak power figure which offered a Vmax figure of 133.4mph vs. the R7’s 119.6mph on the straight but wasn’t as dynamic in the cornering phase. Noticeable was the R7’s stability under braking allowing me to run a much faster apex speed, which I knew I needed. There’s a fast right-left third gear combination (fourth on the R7) which the R7 had more poise for and I could get over the bike faster to change direction and that gave a speed and agility advantage on the short squirt towards a harder braking zone into a second gear (third on the R7) and much tighter right. The R7 felt more comfortable and secure during that transition which is where it dragged back all the time lost on the straight. The below chart shows the lap times of the two bikes. Red is for the R6 and green for the R7 with an automatic start/finish line position half way along the main straight.

In its ‘straight-out-of-the-box’ road settings, the KYB upside down forks are understandably soft to cope with the rigours of everyday road use. On track though there’s a lot of compression in the forks meaning it reaches the limit of its movement and they’d then rebound as you wanted to tip the bike in so we added four full turns of preload and increased the rebound to around 90%. Again, this adjustment allowed for more assurance under braking, leaving it later but being able to turn faster and keep the momentum up which is important with a twin.

The R6 is more than happy living high in its rev range up and over 10,000rpm and you can therefore run a gear lower in the corners, while the twin cylindered R7 needs more nurturing down the gears, changing lower in the revs but not down as many allowing the bike to run through the apex at a higher speed because you then haven’t got the revs/punch to build up speed as quickly. Accuracy is compromised a little considering the focus on pushing the front through. The chassis on the new bike is rigid and compliant enough for those engaging with a sportier riding style, it’ll be interesting to see how compliant it is when translated to road riding. At 6ft tall and weighing a smidge over 14st, I looked a little big for the R7 from the video but didn’t feel like I dwarfed it when riding. The position suited the purpose and in fact felt less racy than the R6 in their standard form.

All said and done, the R7 once race parts are fitted (decat and a race silencer, for example. Yamaha offers a full GYTR range) and its properly set-up for the track, will be one of the more competitive machines in the Supertwin class. It seems like excellent value for money with attractive race-esque styling to match the brand’s full factory race machines that have enjoyed such success in WSB, BSB, MotoGP too, though like everything, it can soon escalate once you start tinkering and adding extras, like the quickshifter at £135, and even the 60^th anniversary red/white paint scheme at £300.

It’s a very simple bike to understand from an electronics and rider aids perspective. Mainly because there’s not even traction control to worry about. The only standard part that is adjustable is the suspension.

* Both bikes are available to hire among other Yamahas at the Bennetts Track Days in 2022 via Moto Events and their Yamaha Track Experience offering so if you fancy trying the R7 on track then here are the dates:

• 4^th May '22: Donington Park
• 21^st June '22: Brands Hatch
• 1st July '22: Oulton Park
• 27^th July '22: Cadwell Park
• 12^th September '22: Donington Park

Above: Available in blue or black

Yamaha R7 (2022) Verdict

It was an obvious and clever decision for Yamaha to produce this bike. They already had the excellent MT-07 and their line-up was missing a middleweight sporty road bike. It was a tough job, producing an affordable, attractive machine capable of cutting on the track and being easy to live with and manageable – but they have done that. Young and old will appreciate the styling, especially for the price. On the road, it’s fun and easy – and can seriously cut it.

Tweak the suspension and the praise continues on the track. So long as you’re not up against fast bikes on a fast track, then you’ll wear a demonic smile all day long. I did. On the track, and on road ridden at pace, I felt 25 again, enjoying sporty riding without doubling the speed limit or scaring myself. There’s enough power to raise your heart rate and the front wheel, but not enough to send your brain into panic mode.

This is a great bike, one that re-ignites this market segment and makes it even more attractive. The R7 deserves to attract a wave of new young riders to the joys of sports bikes. And, no, I don’t care that they called it an R7… After all, most potential buyers weren’t even born when Yamaha launched the limited edition OW-02.

Above: the full factory GYTR-spec race bike, with all the goodies

Yamaha R7 vs R6 Specification

Photos & Video: Ant Productions / Yamaha Europe

Video editing: Too Fast Media

What is MCIA Secured?

MCIA Secured gives bike buyers the chance to see just how much work a manufacturer has put into making their new investment as resistant to theft as possible.

As we all know, the more security you use, the less chance there is of your bike being stolen. In fact, based on research by Bennetts, using a disc lock makes your machine three times less likely to be stolen, while heavy duty kit can make it less likely to be stolen than a car. For reviews of the best security products, click here.

MCIA Secured gives motorcycles a rating out of five stars, based on the following being fitted to a new bike as standard:

• A steering lock that meets the UNECE 62 standard
• An ignition immobiliser system
• A vehicle marking system
• An alarm system
• A vehicle tracking system with subscription

The higher the star rating, the better the security, so always ask your dealer what rating your bike has, and compare it to other machines on your shortlist.