2022 Yamaha YZF-R7 First Ride

The all-new Yamaha YZF-R7 addresses the diminishing supersport class with an approachable and relatively affordable new take. Cycle World puts it to the test.
Not long ago, the arrival of a fresh crop of all-new 600cc inline-four machines from Japan’s Big Four was something riders could look forward to each year. The middleweight repli-racer craze may have vanished, and the sales with it, but Yamaha’s looking to put an end to the middleweight supersport blues with the introduction of the all-new 2022 Yamaha YZF-R7.
Diminishing sales-December 2020 sales were only 22 percent of July’s peak, according to Yamaha-combined with rising MSRPs have seriously hurt the middleweight supersport category. Yamaha, recognizing the need for change, created the YZF-R7 as a budget-friendly new approach to the segment, targeting the less experienced rider without sacrificing the fun factor and hardcore image of the supersport glory days. And it’s available for a relatively affordable $8,999 price tag.
As an approachable basis for the Yamaha YZF-R7, bLU cRU engineers stepped away from the difficult-to-ride inline-four screamers and built upon the highly successful MT-07 platform. Then they carefully tweaked the new bike, incorporating meaningful supersport-minded technical changes without substantially increasing costs. One notable aspect of the R7 is how it shares one of the most versatile yet entertaining modern powerplants, the 689cc parallel-twin CP2, with Yamaha’s MT and Ténéré 700. This engine has become a favorite around the Cycle World offices for its punchy yet tractable character, which comes through loud and clear in the YZF-R7.
For reference, the last MT-07 tested on our in-house Dynojet 250i dyno produced 67 peak horsepower and 46 pound-feet of torque; the YZF-R7 is expected to be nearly identical. Spec sheet spies might bark at these relatively modest figures, but this twin offers entertaining, educational, balanced power without the intimidation of inline-fours. Initial throttle response is crisp and connection to the rear wheel is immediate without the use of any electronic rider aids; acceleration is smooth and linear as it rips toward its 10,200-rpm redline, approaching speeds of 120 mph. Really, who needs more? The power delivery is broad, the speed is exciting without being intimidating, and without massive horsepower to fall back on, rider skill in carrying corner speed is necessary to making good time. Smooth is fast.
The engine is nearly identical to the MT-07′s, but with the YZF-R7, Yamaha has updated the CP2 with an assist/slipper clutch for the first time. The new clutch is said to reduce clutch pull by 20 percent while serving as a tool to reduce back torque on deceleration by reducing the effects of engine-braking. The slipper clutch lends itself to smooth, wheels-in-line corner entry, even when pushing the boundaries of braking zones. Gripes regarding the R7′s six-speed transmission concern a lack of positive shift feel during gear changes. Our test unit was fitted with a plug-’n’-play quickshifter, available as a $200 option from Yamaha’s parts catalog. Quick action at the shift lever aided efficient acceleration and corner exits.
Supersport focus requires pinpoint handling and confidence, so Yamaha adapted the existing MT-07 chassis with several cost-effective updates aimed at sharpening steering geometry and increasing rigidity. The rake has been decreased from 24.8 to 23.7 degrees and trail was reduced by 2mm to 88mm or 3.5 inches. Triple clamp offset shrinks to 35mm from 40mm. These changes result in a 5mm-shorter wheelbase despite the rear sprocket decreasing to a taller 42 teeth. Finally, a set of aluminum braces at the swingarm pivot increase torsional rigidity for a more planted ride.
The result? A chassis with an any-apex-anytime feel that boosts confidence in a way even track-prepped MT-07s couldn’t. At a claimed 414 pounds fully fueled, the YZF-R7 is 8 pounds heavier than the MT, but is more nimble and more than willing to tackle quick side-to-side transitions and midcorner corrections. It also does so without requiring serious upper body strength to capitalize on its sporty handling; think less energy per lap and more laps total.
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