YAMAHA XSR900 (2022 - on) Review

The appeal of the Yamaha XSR900 and its retro style motorcycle looks will probably depend on your age. For many it will rekindle memories of the FZRs and YPVSs that ruled the roost in the late '80s and early '90s. The shape of the tank alone does it for me!

• Latest news: Yamaha unveil XSR900 GP retro sportsbike

But look past the retro appeal, take away those well-judged looks, and you still have a fantastic road bike with a brilliant engine. There’s more than enough power and torque for the road, backed up by excellent rider aids and chassis. Priced very competitively, I can see the 2022 Yamaha XSR900 being a huge success.

Some taller, heavier riders may want more comfort, but as a road bike, it’s very hard to fault and I never stopped smiling on the XSR. I’m unsure what more you’d want from a road bike.

The big change up front is the introduction of Bosch 9.1 cornering ABS and a Brembo radial master cylinder. There is no changeable engine brake control, but a slipper clutch is standard. You cannot switch off the lean-sensitive ABS, but you can opt to have just conventional ABS, not lean-sensitive.

Like the suspension, the radial four-piston stoppers are hard to fault. There’s an adjustable lever, great feel at slow speeds, and strong stopping power when called upon. In perfectly dry conditions, I never felt the ABS intervention, and I’m sure all riders will appreciate the added benefits of cornering ABS. On a trackday, you may want to change the pads, which sometimes felt a little wooden in extreme use.

The new riding stance, with its 810mm seat height (15mm lower than the MT-09 and 20mm lower than the older XSR) feels poised and racy. For a naked it works well at motorway speeds, too, where the cruise control also comes into its own.

The bars can be rotated in their clamps (9mm forward, 4mm upward) and the pegs can be moved 14mm up and 4mm rearwards. The quickshifter is smooth, the throttle is light, and bar-end mirrors actually work, unlike many. The 3.5in dash is a little small but all its information is clear and simple.

After a few hours, you will be thankful for the rest as the seat lacks a little padding, and there’s nothing for the pillion to hold on to. At 5ft 6in I am vertically challenged and enjoyed the low seat and the sensation of getting both feet firmly on the ground. That said, riders over 6ft may find it a little cramped.

The 890cc CP3 churns out a relatively modest 117bhp but still delivers a stunning top-end punch as well as a usable, rich seam of midrange torque. Flexible, proportional, engaging – it’s an almost-perfect blend of arm-straightening drive and easy manners, now supported by a 6-axis IMU and lean-sensitive rider aids.

There are three riding modes and four power modes to choose from. Riding mode 1 is the sportiest and, with engine power automatically set to max, a little sharp.

The softer throttle found in mode 2 is more forgiving and complements the willing character of the XSR, while the third mode can be personalised. TCS (traction control), SCS (slide control), LIF (lift control), and the up-and-down quickshifter all come as standard.

Yamaha have spent six years getting the XSR to this point and it oozes thoughtful touches and decent build quality. The motor is reliable and there are few reports of big issues. Some have complained about cold-start issues, but that seems to have been sorted out now and we certainly did not have problems with the 2022 model.

At £10,200 the Yamaha XSR builds on the good-value proposition of the base bike Yamaha MT-09 roadster. It’s £600 more than a base Kawasaki Z900, but comes with a lot more tech. And it's almost £1000 cheaper than a Kawasaki Z900RS, which is arguably a closer rival in terms of spirit.

Triumph’s Street Triple RS is nearly £11k or £9495 for the base version, but this lacks some of the Yamaha’s bells and whistles… and cc!

A new ally frame is 2.3kg lighter and 50% more rigid, while a new swingarm is stiffer and 59mm longer, delivering a 1495mm wheelbase to allow the rider to be re-positioned further back in the chassis and accommodate the longer, old-school Yamaha fuel tank.

Spinforged wheels are lighter, while adjustable pegs are set further back and the rider is pitched a 14mm forwards and sits lower than on the previous XSR.

On test on twisty Tuscany roads, stability was excellent, even when ridden hard. The Bridgestone S22 rubber and chassis provided excellent grip and feel, and rolling into corners the steering was progressive and accurate. It’s a refreshingly easy bike to ride briskly and hard to fault the factory set up, although the (fully-adjustable) forks feel slightly harsh ride on a bumpy surface.

For 2023, Yamaha introduced a café racer fairing kit for the XSR900 that turns it into a retro-style sportsbike in the style of an MV Agusta Superveloce or Triumph Thruxton RS. This could also hint at the long-awaited R9 sportsbike is waiting in the wings, too.