XSR Tribute Through rose-tinted spectacles
The new Yamaha XSR700 XTribute is right up there in the fun quota side of things
A cynic might claim that the XTribute is so closely related to the XSR700 on which it’s based that Yamaha are pushing their luck by calling it a new model. Others might suggest that the links between this latest twin-cylinder retro-bike and the old single-pot thumper whose name and style it echoes are distinctly tenuous.
Both observations have merit, but from where I’m sitting I couldn’t care less about that. Right now I’m perched aboard the XTribute’s dual-seat, nudging the wide, one-piece handlebar to send the Yamaha slicing accurately through another bend on a country road near Amposta on Spain’s north-eastern coast; then winding back the throttle to send the bike charging on to the next straight.
The engine is revving eagerly and emitting a glorious bark via the high-level Akrapovic pipe. So what, the XTribute seems to be replying. An accessorised MT-07 might perform much the same, and links to the elderly XT500 single referenced in the name might be sketchy, but when the result is this much fun and doesn’t cost the earth, who’s complaining?
That was presumably the hope of Yamaha’s product planners when they met to devise a fresh contender in the popular category of off-road themed retro bikes, having seen the firm’s ageing SCR950 overshadowed by BMW’s R nineT Scrambler, Ducati’s Scramblers and Triumph’s, er, Scramblers. Imaginative product naming is not a feature of this category, but what those rival marques have in common is charismatic, dirt-friendly star of the Sixties, Seventies or early Eighties on which to base a heritage model.
Yamaha made plenty of fine machines back when motocross bikes were called scramblers.
Dual-purpose models including the DT-1 of 1968 and the DT250 and DT400 that followed in the mid-Seventies were quick, light and successful. Unfortunately, they were also two-strokes, making a modern recreation difficult. But the four-stroke XT500, launched in 1976, earned a loyal following with its singlecylinder simplicity, ruggedness and desert-racing potential, highlighted by its victories in the first two Paris-Dakar
Rallies, in 1979 and 80. A scrambler- style tribute to the XT star made plenty of sense, and Yamaha had just the model to use as the base, provided its extra pot could be overlooked. The XSR700 parallel tw twin has been in production for the last three years, setting no sales records, but holding its own as a retro- themed version of the hugely popular MT-07, despite slightly quirky styling that it shares with the XSR900 triple.
The XSRs have also proved fertile ground for Yamaha’s Yard Built programme. Custom builders from around the world – including Bunker of Turkey, Down and Out from Britain, Jigsaw of Greece, Maria Riding Company of Portugal, Roughcrafts of Taiwan and Velomacchi from the USA – have built XSR700-based specials with a scrambler or dirt-track theme. A special built by Yamaha Australia, named XSR700 1976, provided the biggest inspiration. Taking styling cues from the XT500 that was launched in 76, it combined a tank in the original white, red and black stripe with an exhaust that ran below the engine before slanting up to a highlevel silencer under the seat, just as the singles did for that first year only.
Yamaha borrowed this theme and chose a slightly later XT500 as the basis of the XTribute: the 1981 model whose petrol tank has polished silver sides with a black top. The XTribute also mimics the XT with its red pinstriping, and its name in red and white letters on the side of the tank.
Other new parts are intended to increase the XT resemblance. The XTribute has a new dual-seat that is slightly flatter and 30mm taller than the standard XSR’s. Its footrests are serrated in off-road style. Wheels are cast rather than wire-spoked, but are coloured gold, like the old single’s, and wear Pirelli MT60RS tyres with blocky tread pattern.
New details include fork gaiters, radiator protectors, billet frame tube caps, and black handlebar and levers. The round instrument panel is a black-faced XSR900 item, offset to one side. The bikes lined up at our launch base near Tortosa in northern Spain were also accessorised with small Vintech tail-lights, mounted on the rear mudguard, and full Akrapovic exhaust systems featuring low- level downpipes and a diagonal sweep up to a silencer under the seat.
The Akro system mimics the layout of the original XT500 system, and more importantly gave out a lovely thrapping sound when I fired up the XTribute. The one-piece handlebar is wide, but quite low, giving a very upright riding position in conjunction with the fairly tall seat. This might be a stretch for shorter riders, but the bike is so light that few will have trouble at a standstill.
All the rest of the XTribute is identical to the XSR700, which in turn is so closely based on the MT-07 that the base-model naked roadster’s key assets of punchy 689cc DOHC motor in a light and agile chassis are very much in place. Just like the XSR, it felt very responsive and well balanced as we headed out of Tortosa. The broad spread of torque meant it was happy to pull away with as little as 2000rpm showing on the round instrument panel.
Like the XSR it’s very riderfriendly, yet also has potential for wheelie-happy entertainment if you’re in the mood. Which was useful, because after leaving the town we followed the River Ebro south-eastwards to its delta – and more importantly to a wide, flat beach where vehicles are allowed, and where it was huge fun to ride up and down, occasionally cracking open the throttle to send the rear Pirelli sliding and kicking up a shower of sand. Yamaha make no claims about the XTribute’s off-road ability, but it fits that Seventies surfer vibe just fine.
Back on some twisty and mostly well-surfaced roads heading inland, the eight-valve engine’s broad torque spread meant the bike made quick progress with minimal effort. The XTribute thrived on being ridden hard, kicking out its 72bhp maximum and staying smooth as the tacho bar jabbed towards the 10,000rpm limit through the six-speed box.
When I had a chance to hold the throttle wide open and put my chin on the tank on a short straight, the XTribute thundered to just over 100mph pretty rapidly, approaching its top speed of about 120mph. The bike would cruise very happily at a respectable motorway speed too, but like the XSR and MT would soon tire its rider with that upright and exposed riding position.
Just as with those bikes, you’d be better off sticking to minor roads where the Yamaha’s easy handling makes it as entertaining as it’s quick. At 188kg fully fuelled it’s a couple of kilos heavier than the XSR, but still very light. If anything the XTribute’s wider handlebar made it even more flickable through slow-speed turns, and if there was any reduction in control through faster curves I wasn’t aware of it.
As with the standard XSR there’s 130mm of fairly compliant suspension travel at each end, enough for very decent ride quality. Aggressive cornering can result in a bit of movement, especially when bumps come into the picture. But when lead rider Norbert upped the pace on the winding roads of the hills north of Tortosa, the XTribute stayed impressively sharp and stable, even when its Pirellis were proving that they’re respectably grippy despite their blocky tread, and the bike was leaning far enough to make the occasional scritch with its footrests’ long hero-pegs.
Like the other members of the MT-07 family, the XTrib has no alternative riding modes, traction control or cornering ABS. But just like them it worked fine without, gaining in simplicity what it lost in sophistication. It stopped hard, thanks to a front brake blend of fourpot calipers and 282mm wavy discs, backed up by a capable conventional ABS system. The rear brake pedal required a lot of travel before engaging rather abruptly, which irritated some riders who use it more than I do.
The XTribute’s fairly tall seat meant it provided plenty of legroom, and didn’t feel particularly cramped. As an everyday bike it would work just as well as the XSR or MT, its 14-litre fuel tank being good for a range of roughly 150 miles, thanks to the fuel efficiency that sees most riders average 50mpg or better.
The essential attributes of Yamaha’s parallel twin make its popularity very easy to understand, and are maintained by the XTribute. Perhaps the newcomer’s only real drawback is that apart from its slightly different look it doesn’t offer more than the standard XSR700 or even the MT-07. Yet at £7799 it’s a substantial £700 more expensive than the XSR, and costs a whopping £1450 more than the MT.
If you add the £1442 Akrapovic exhaust that contributes so much to the XTrib’s sound and appeal, you’ve pushed the price well over £9000 and rather got away from the MT-07 family ethos of budget-priced fun. But for anyone who grew up riding an XT500, or even just admiring the legendary single’s exploits in the Seventies and Eighties, that might just be a price worth paying.