Yamaha XSR900
My opening prose may not come as a shock to some, but here goes. The XSR is a jazzed-up MT-09, or jazzed down depending on how you look at it. This equates to supernaked fun and frolics clothed in retro apparel, not to mention endless wheelies and the constant urge to do so. But what this also means is a retro bike with classy components that supplies sporty dynamics without (too much) compromise – something that’s been missing from the class until now.
If you fancy looking retrosexual AND shaming £20k superbikes, there really isn’t another option. About 99% of the MT-09 remains with additional plastic and aluminium bolt-ons for aesthetic pleasuring, which means the XSR weighs in at a few kilos heavier than the MT – not that you can sense its salad dodging on the fly. Thanks to a tweaked internal set-up, the suspension is a little firmer, and the tank is slightly longer. But, along with some classy retro appendages, that’s your lot, and we like it.
It’s a bike whose speed comes quickly and intuitively, and it’s impossible not to become engrossed in the XSR’s attitude which is largely owed to its 847cc triple powerplant and Crossplane sexiness. Unlike Phil Collins, you can never get bored of a CP3 soundtrack, regardless of what that funky little dash reads. The truth is, you could give the A-Team a CP3 motor, a dead badger and a broken shopping trolley, and the result would still be exciting. That’s not to take away anything from the rest of the XSR. It’s just the motor is so bloody good.
Wheelies are irresponsible, dangerous and, above all else, illegal. But nobody told the XSR that. It’s nowhere near the lunacy levels of the MT-10, yet a super-lively delivery and light throttle coupled with the CP3’s innate vivacity means the front wheel is never too far from lift-off and needs scant encouragement. Belying its claimed 113bhp output, you’re rarely left craving more power as it punches from corner to corner without hesitation.
Drastically improved, the XSR’s throttle connection can still intimidate lesser riders, though it’s much softer than the MT’s and only intensifies the ride. A ‘revised’ map makes it far more accommodating in urban climes and on/off throttle inputs, making the XSR just as easy to
IT’S IMPOSSIBLE NOT TO BECOME ENGROSSED IN THE XSR’S ATTITUDE
ride at slow speeds as throttle-tothe-stop antics. Some will find ‘A’ mode too responsive, while experienced pilots will revel in supplementary thrills.
There’s no doubt the XSR absolutely beasts the BMW in most departments, including all-round handling. Thanks to upright ’bars and an MT-09 chassis, it’s no surprise the Yamaha is more agile at any given speed (particularly slow speeds) and it also packs more fun and sporting ability into its arsenal. It’ll take a well-spanked superbike to leave the XSR in twisty sections and only ground clearance becomes the limiting factor. Aging Bridgestone S20s are flattered by a chassis that exudes mechanical grip and masses of confidence to push the front-end, and if the rear gets punished too much, Yamaha’s TCS (that rarely intrudes) should pre-empt any nastiness.
Never does the 900 complain of excess corner entry speed. Regardless of gear selection, its engine braking strategies make entering a bend a fluid affair. Even the brakes feel more than adequate – a rare trait for a Yamaha these days. If there’s an area we’d like to see improvement, it’d be the suspension. Very much like the MT-09’s bouncers, things can get a little squirrelly when pulling the pin and attacking the UK’s finest potholes. For 95% of riders and for 95% of the time, the standard paraphernalia will easily suffice, but with a chassis so capable, it’s easy to highlight any deficiencies.