The YAMAHA XSR900 is a sports heritage model that was released in 2016 and is equipped with an in-line 3-cylinder 845cc engine designed with the "Crossplane Concept" to efficiently extract the combustion torque generated in the combustion chamber. In 2022, the engine displacement will be increased to 888cc, and an IMU (Inertial Measurement Unit) that detects the body posture in 6 axes will be installed, realizing precise electronic control.
The YAMAHA XSR900 GP is based on the XSR900 and has styling inspired by the YZR500, a World Grand Prix factory machine that was active in the 1980s. This sports heritage model has been a hot topic since its announcement last year, and has been very popular since its release in May this year.
(in traditional Eastern music) step (corresponding to a Western semitone): Hiroyasu Ogawa Photo: Yuko Koizumi
Attention to detail and many of the latest equipment
Based on the concept of "The Embodiment of YAMAHA Racing History," the XSR900 GP is equipped with a new exterior that pays homage to the world's top road racing factory machine, the YZR500, from the 1980s. The upper cowl's stays are made of round pipes and are also equipped with beta pins. The TFT meter can also display an analog-style tachometer, and when seated on the seat, the area around the handlebars is equipped with separate handlebars, creating an atmosphere of the time.
The footpeg position has been changed to match the separate handlebars, and the seat is also new. The riding position is not excessively forward-leaning, and ensures comfort for city riding and touring. The rigidity of the entire body has been reviewed to balance with the riding position. The rear frame has been redesigned, and the fastening rigidity of the engine suspension and swingarm pivot has been adjusted to strengthen the torsional rigidity. In addition, the handlebar stem shaft has been made of aluminum to adjust the balance of the front load. The front and rear suspensions are equipped with specially developed fully adjustable KYB suspensions, and the front brake hose has been changed to improve controllability, resulting in improved stability when cornering.
The Crossplane Concept 3-cylinder engine, also known as the CP3, is equipped with the Yamaha Ride Control (YRC). The engine characteristics can be selected from a total of five modes, including SPORT, STREET, and RAIN, and CUSTOM (2 modes can be set) that can be adjusted to the rider's preference, to suit the riding situation. By linking with the IMU, the YRC also supports detailed control of the machine's behavior, such as TCS (traction control) that reflects the bank angle, SCS (slide control system) that supports turning, LIF (lift control system) that assists the rider when the front wheel tends to lift up, and BC (brake control) that detects skidding during banking and controls the brake pressure.
In addition, it is equipped with the third-generation QSS (quick shift system) that supports upshifting/downshifting during acceleration/deceleration, an assist and slipper clutch that contributes to light lever operation and gentle vehicle behavior, a cruise control system that can be set when riding in 3rd gear or higher at speeds of about 40km/h and above, and a TFT meter that can use the navigation function by connecting to a smartphone with the navigation app (Garmin StreetCross) installed via Bluetooth. Its styling is a reproduction of the Grand Prix racers of yesteryear, and it is equipped with several state-of-the-art features to support a comfortable ride around town or on tours.
The frame is painted silver to resemble the "Aluminum Deltabox." The silky white of the GP machine is popular, but the calm atmosphere of the pastel dark gray of the test vehicle also suits the body design.
The headlamps and position lamps are LEDs, which have been made compact to create a sense of unity with the motorcycle body.
The tail/brake lights, front and rear turn signals are also LED. It also has a hazard warning function.
The analog-style tachometer display is designed to resemble a sponge mount, and is easy to read.
In CUSTOM mode, you can fine-tune the power, traction control, etc. The operation method is also visually easy to understand.
The cowl shape and round pipe bracket around the handlebars will make you feel like a factory rider.
The switches are arranged in a way that allows intuitive operation of various settings, cruise control, etc. I quickly got used to operating the turn signals.
A radial master cylinder that responds linearly to input. The brake hose has also been changed to improve controllability.
The new seat design changes the seating position to match the separate handlebars, providing good comfort for both the rider and passenger.
The air cleaner box cover has been changed to match the separate handlebars. The box shape has also been revised to optimize intake efficiency.
Checking the foot placement of the XSR900 GP
The rider is 172cm tall. The seat height is 835mm. The grip position is lower than on the XSR900 due to the separate handlebars, but the front load is naturally determined and the controllability is good.
The seat height is 25mm higher than the XSR900, so you have to stand on your toes. The center of gravity feels a little high, but the handlebar width is just right, making it easy to adjust your balance while riding.
The rider is 156cm tall. "The grip position felt far away, but it wasn't too low, so it was easy to operate the handlebars. I'm used to it, so the forward leaning position didn't feel too tight."
"When you straddle it normally, you can put one foot on the ground, but you can't put both feet on the ground because you don't sink in very much. If you shift your bottom out you feel more stable, but you also feel the weight of the bike when stopped or maneuvering."
The style is racy, but it's easier to ride than you'd expect.
With a more comfortable riding position than expected and easy-to-handle engine characteristics, it is easy to ride even in urban areas.
When I first saw the XSR900 GP, I thought that the styling, which paid homage to the YZR500, was highly complete (reproduced), and that the riding would be quite sporty. When I actually test rode it, the riding was as sporty as expected, but what impressed me more was how easy it was to ride.
The XSR900 GP uses separate handlebars, which require a more forward-leaning position than the XSR900. However, the grip position of the separate handlebars is set higher, and I couldn't help but say, "It's higher than I thought." The riding position was not too far forward, and it was easier than I expected. Still, I was able to naturally put weight on the front, so it was easy to feel the front wheel touching the ground, and the handlebar width was not too tight, so it was easy to operate the handlebars, which made it feel easy to ride. On the other hand, the center of gravity felt high, and there was a heavy feeling when pushing and pulling the body. When straddling the bike, you end up standing on one tiptoe, and it feels like the steering angle only needs a few more degrees, so you have to be careful when maneuvering at low speeds, such as when making U-turns in tight spaces.
However, thanks to the assist and slipper clutch, the clutch lever operation is light, and the torque is high from around idling (visually observed at around 1350 rpm), so the car is light and smooth to start driving. The car is easy to drive in a straight line and has no peculiarities in handling, making it easy to drive in town. Contributing to this ease of driving is the Quick Shift System (QSS), which comes as standard equipment. The "third generation" QSS allows the driver to shift gears at speeds that are frequently used in urban driving./Both directions of the downshift were smooth and produced no unpleasant impacts. The control is precise, and I felt that it is a truly practical piece of equipment. This time, we also drove in tandem, and thanks to the QSS, the machine's behavior was less jerky and easier to drive than we had expected. The tandem ride increases the amount of front and rear suspension sink, but the handling is not affected by the YRC and IMU, and the comfortable seats for both rider and passenger make it easy to hold the body and keep the balance of the vehicle during braking.
However, thanks to the assist and slipper clutch, the clutch lever is light to operate, and the torque is strong even near idle (visually at around 1350 rpm), so starting is light and smooth. It has good straight-line stability and no quirks in handling, so it feels easy to ride even in the city. What contributes to this ease of riding is the standard quick shift system (QSS). The "third generation" QSS is smooth in both directions when shifting up and down at speeds that are often used in city driving, and does not cause unpleasant shocks. It has precise control and feels like a really practical piece of equipment. This time, we also rode tandem, and thanks to this QSS, the machine's behavior was less jerky and it was easier to ride than expected. When riding tandem, the amount of sinking of the front and rear suspension increases, but thanks to the linkage between the YRC and the IMU, handling is not significantly affected, and the seat is comfortable for both the rider and passenger, making it easy to hold the body, and the vehicle balance is less likely to be lost when braking.
Furthermore, the cruise control (can be set for 3rd gear or higher and from 40km/h) eliminates the need for throttle operation and is intuitively easy to operate, and speed adjustment, cancellation, and resetting while riding are also easy. The streamlining effect of the cowl also makes this equipment more comfortable on the highway. The turn signal switch has a unique shape but is easy to operate, and although the bar end mirrors require a lot of eye movement, rear visibility is not bad. It felt strange at first, but I got used to it during the test ride.
The style of the XSR900 GP is that of a 1980s factory machine, but the latest equipment gives it a ride that feels easy to handle even when riding around town or on tour.
Water-cooled DOHC 4-valve in-line 3-cylinder 888cc engine with QSS as standard. Three pre-set driving modes allow the engine characteristics to be changed.
The specially designed front suspension has a greater adjustment range than the XSR900, with 5.5 turns on the high-speed compression side, 18 steps on the low-speed side, and 26 steps on the extension side.
The rear has 24 hydraulic preload adjustments, with 5.5 turns on the high-speed compression side and 18 turns on the low-speed compression side, and it is now also possible to adjust the compression.
YRC's riding modes allow you to experience the difference in characteristics
The XSR900 GP was easy to ride even in urban areas, and the YRC's riding modes are a major contributor to this ease of riding. As mentioned above, there are three pre-prepared modes: STREET, SPORT, and RAIN. STREET is set as a mode that covers a wide range of environments and road surfaces and is suitable for urban riding. The torque starts at around 2000 rpm, you can ride with the flow of traffic at 2500 rpm, and powerful acceleration is available at 3000 rpm and above. The QSS shift change is smooth, and the front and rear suspensions provide a flat ride, so the machine's behavior is not jerky. The throttle response is not too sharp, but is moderately mild, making it easy to handle and less tiring to ride.
SPORT is said to be a mode that increases engine response and is suitable for winding roads and circuits, and the response is sharp, as if it were a high-throttle mode. It demonstrates sharp acceleration from 2500 rpm, and is too fast in urban areas even without revving it up to mid- to high-speed. Torque fluctuations become larger and the machine's behavior tends to be jerky, but this mode allows you to enjoy the torque and power of the 888cc.
RAIN is a mode in which the output characteristics become milder and it is suitable for deteriorated road conditions such as rainy weather. In contrast to SPORT, the throttle response is also gentle and the torque characteristics are mild across the entire range. Acceleration is also gentle and the machine behavior is flat, making it easy to handle without being overwhelmed by the power. It will support the rider in rainy weather or when he is tired.
Personally, I felt that the acceleration of the SPORT model was like a racer replica. It will be fun to control it on winding roads and in sporty driving on the circuit. However, the handling was smooth rather than fluttery, and the body seemed stable. The STREET model's slightly milder acceleration felt better balanced with such machine behavior, and I thought it was an all-purpose "easy to ride" for city riding, tandem riding, and touring. As a return to the factory machines of the past, you can enjoy a sporty ride, and of course, you can enjoy it as a sports tourer that allows you to experience the ease of handling of the CP3 in a wide range of situations. I thought that the XSR900 GP is a machine that is not specialized in sports performance, but has been finished so that a wide range of riders can enjoy the style of a factory machine.
The brake hose has been changed to optimize the stroke amount when operating the lever, resulting in a good operating feel.
The ABS intervention is slow and easy to control. The front and rear tires are Bridgestone Battlax S23.
2024 YAMAHA XSR900 GP Main Specifications
Overall Length x Overall Width x Overall Height: 2160 x 690 x 1180mm
Wheelbase: 1500mm
Vehicle Weight: 200kg
Engine: Liquid-cooled 4-stroke DOHC 4-valve in-line 3-cylinder 888cc
Maximum Output: 88kW (120PS)/10000rpm
Max. Torque: 93N-m (9.5kgf-m)/7000rpm
Fuel Tank Capacity: 14L
Transmission:6-speed return
Brake: F=Double Disc, R=Single disc
Tires: F=120/70-17, R=180/55-17
Price: $9396.40
