7 Yamaha YZF-R2022 review: Three versions of Yamaha's new twin sportbike

7 Yamaha YZF-R2022 review: Three versions of Yamaha's new twin sportbike

7 Yamaha YZF-R2022 review: Three versions of Yamaha's new twin sportbike

Apparently, Yamaha has wrapped the popular 689cc MT-07 naked machine in racy plastics. But, as our man Greaser wrote in his first article on the R7 , there are several key differences between the €7,700 MT and this €9,000 R version.

Anyway, to make up for missing that first ride article, we've compiled three reviews into one, giving you multiple perspectives on how the R7 performs and where it fits into the motorcycling world. First, a quick breakdown of the specs.

The technology

Styling aside, the most notable work has been done on the R7's front end, which is more aggressive than the MT-07's. The steering angle has been increased to 23,7 degrees (for context, the MT-07's is 24,8 degrees and the R6's is 24,0 degrees). The fork legs are inverted, use 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 machine's rear ride height has been increased. All of this means the R7 has a shorter wheelbase and less steering than its sibling, as well as more front-end weight bias and a higher seat. Sportier, in other words; no big surprise there.

Beyond the fundamental changes, Yamaha updated some core components for the R7's purpose. The front brake hardware is similar, with the exception of a beefy Brembo-made radial master cylinder, which includes an adjustable lever. There's also an optional quick-shifter (only on), which is plug-and-play with the ECU pre-programmed once you've purchased the €200 part. Yamaha claims the R7 is the "narrowest R-series ever," and it certainly feels tidy and light. It weighed 415 pounds on our scale—nine pounds more than the MT-07, despite a claimed 2,4-pound saving from using a fancy lithium battery from the R6 parts bin and holding 0,3 gallons less gas in the tank than the MT-07.

This is a significant bike for Yamaha, because it fits an R6-sized hole in the company's brochure and targets the mid-sized, mid-powered, affordable sportbike market that Aprilia has recently begun to tap . Not to mention, this bike revives the legendary R7 moniker made famous by the Noriyuki Haga-era OW-02 World Superbike, a rare homologation special.

As for racing, some of us here are amateur knee-draggers, not as fast as Haga-san, of course, but we were still eager to take the R7 on a closed course. Most of the team here in Los Angeles has spent time on the bike, including a day at Buttonwillow Raceway, so rather than present a standard first impression, we thought we'd offer several versions of how Yamaha's new sportbike measured up to our respective expectations. Think of it as three reviews in one.

The capture of Ari 

Thank goodness for the R7. Finally, a bike that looks the way squids want, but with an engine that actually makes sense in the real world. The YZF-R6 that the R7 was designed to emulate was great at what it was designed to do: win Supersport championships, but it was a truly terrible street bike with punishing ergonomics and a powerband unsuitable for life on public roads.

Yet R6s are everywhere on the streets of Los Angeles, and the unfortunate fact is that they seem to be the ambition of many new riders. So if the R7's aesthetic can draw people in like the R6 did, then those riders will be riding less expensive, less demanding, and far more practical machines that still look (and feel, at least from a riding position perspective) like they belong on a race track. If the lower redline and lack of a shrill exhaust note put them off, hopefully they'll find solace in the fact that the R7 is easier to wheelie, and its parallel twin actually makes more power than a YZF-R6's inline-four up to 9.000 rpm.

Here's who I see buying the R7: New and/or vain riders who are helpless in the face of the fact that it looks like the most successful 600 supersport bike of all time, or more experienced riders who recognize the fun and versatility of a punchy, affordable, lightweight sport bike. 

Jen's Take

Full disclosure: I'm a die-hard R6 lover. I've owned my 2008 Yamaha R6 since 2013, and it's racked up countless track days and club racing miles. Like every other 600cc inline-four addict, the news of the R7 made me physically wince with outrage. Replacing the R6 with this MT-07 in the guise of a wolf? Absurd! I genuinely wanted to hate the R7 when I first set foot on it. I rode it on city blocks, my favorite country roads, and on the track, trying to build the case I'd 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 handling performance, and it's nice to see the R7 address most of these issues. The braking and suspension upgrades made me enter 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 that carries 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's best described as "quick but not quick." With a sensitive throttle response and a robust bottom end, the R7 launches off the line in a very rewarding way. However, in the upper mid-range of the powerband at higher speeds, such as when trying to pass a slower car on a split-lane country road or on a long straight on a racetrack, the engine shows its limits.

Should I sell 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 United States have clearly shown that lightweight sportbikes have been the strongest segment for several years running, and when these riders begin to move on to the next bike, they haven't chosen purebred race machines like the R6. So, a new breed has been born in the R7, and if that means more sports enthusiasts in the fold, then I welcome it with open arms.

Zack's Take

My initial opinion of this R7 was that Yamaha missed the mark. I was really impressed with Aprilia's RS660—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 sell for a couple thousand dollars less, they'd be sitting on a winner. Instead, it felt like the BluCru did 80% of the job, 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 an R6 simply don't. As Ari pointed out, the R6 only makes more power at five-digit rpm, plus the R7's lumpy twin produces the same torque at 3.000 rpm as the R6 does at 9.000 rpm. Riding it on the track is what really surprised me. In stock trim, it's a bit slow, and a good rider certainly won't get the same kind of precision or feel they might on, say, an RS660. Then again, the blend of aggressive ergonomics and 65 horsepower that felt odd on the road is totally fascinating on a track day, and this thing handles well enough for anyone outside of an expert-level race paddock. In other words, this bike is ready to scratch any itch a potential R6 owner had or has, 

I also rode the R7 alongside Kawasaki's Ninja 400 and came away thinking this new Yamaha would be an exciting and sensible step forward for any Ninja 400 track rider. "Sensible" doesn't necessarily spell control, though. We don't ride motorcycles because they make sense. So, perhaps this is an uncomfortable or slightly impractical street bike. How many of those do we all see on a given ride? The R7's market launch will be an interesting test for those who want a sportbike because it looks and feels like one, and those who are more attached to the idea of ​​a 15.000 rpm limit than they'd like to admit.

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