YAMAHA MT-07
The modern-day Elsie
Since its launch in 2015, many comparisons have been made between the Yamaha MT-07 and the earlier two strokes from the same manufacturer, the 350LC and Powervalve. Predominately, these comparisons relate to the cheap fun that the MT delivers and not to any kind of rabid power delivery grin factor, but there is the same sort of basic feel that still works very well.
The suspension is basic, with the 41mm forks having no adjustment, while the horizontally-mounted single rear shock offers preload and compression damping adjustment only. And for those of you who might be of a mind to complain at the lack of adjustment, tell me, how often do you adjust your suspension? The chances are that it is just the once to accommodate your physical size, weight and riding style, and if you’re the type of owner who genuinely wants to improve the suspension on your motorcycle then you’ll be looking at getting new springs, having the damping refined with aftermarket parts, etc., so adjustability of the standard machine doesn’t really become a requirement, does it? And besides, the standard MT-07 works fine, and a lack of knobs to fiddle with keeps the price down.
There’s an element of tradition in the frame too, as while the steel trellis frame is something of a departure from conventional Yamaha thinking, what with the aluminium Deltabox concept being Yamaha’s default chassis choice, the LC and Powervalve had tubular steel frames, and the TRX850 had a steel trellis at a time when the only other manufacturer to be using that arrangement was Ducati. Squeezed inside those frame rails is the parallel twin cylinder 689cc engine that, arguably, could be the natural successor to the TDM and TRX engines. The 270 degree crankshaft means the powerplant doesn’t have the traditional vibration patterns of a 180° twin. This is common practice nowadays – the Triumph twins have the same crank configuration – although the single balancer shaft is helping in this matter too, and the fact that there was never any blurring in the mirrors shows just how good a job Yamaha have done.
While no heavyweight, the bike does seem to carry its weight a little higher than the Suzuki or Honda, yet Yamaha state the dry weight as being a lowly 164kg! However, with the spec stating that the MT-07 is 196kg fully fuelled, and 14 litres of fuel weighing less than 14kg, you can see that when they say dry, they mean really dry! That’ll be dry with no coolant, no brake fluid and no engine oil...
ALL ABOARD
The MT is a delightfully nimble machine, and just as home in the rush-hour commute as it is carving along remote country roads, and has ergonomics that could easily allow a full day in the saddle. The seat might not be as low as some, but this means there is more leg room and your knees aren’t as cramped as on some machines, with a riding position that is remarkably akin to a big adventure bike. The quick and easy steering encourages enthusiastic cornering, and while the suspension is budget spec, and kicks a little over bumps, holes and ripples, that is half the fun as it never really gets out of shape. Just like the Elsie used to be!
It could be argued that 70bhp is more than enough for riding in the UK, and the Yamaha certainly makes the most of the power that it supplies, allowing easy overtaking, yet never getting carried away and giving you the feeling that you’re just along for the ride. Thanks to the crank configuration, the soundtrack is closer to a vee twin than a conventional parallel twin, and Yamaha say the airbox has been designed to reduce intake noise, and this is something you notice when jumping aboard the SV, with its addictive intake roar – the Yam doesn’t quite have as pleasing a soundtrack as the Suzuki. It’s still better than the Honda though…
And, while it rips, it’s also rather frugal, with over 60mpg easily attained, so this is going to be a cheap bike to run. Especially considering that servicing will be easy (and therefore inexpensive) as the powerplant is easily accessible, and valve clearances only need to be checked every 26,000 miles!
GETTING THE LOOKS
The flouro wheels on the ‘Ice Fluo’ livery (as seen here, and it is ‘Fluo’ and not ‘flouro’ – the MT also available in Tech Black and Icon Blue) might not be to everyone’s liking, but lend the bike an identity that the other colour options don’t seem to have.
Also, the angular styling might not be to everyone’s taste, but it’s less extreme than other MT models in the range (such as the MT-10), and as such will probably last the test of time better.
Although the numerous plastic panels feel a little fragile (remember, it’s built to a competitive price) and may pay the price of ham-fisted servicing or slow speed spills.
Plastic panels also cover the 14-litre fuel tank, which Yamaha say will reduce the cost of replacing a tank after accident damage. That fuel tank gives a reasonable mileage potential of over 150 miles, thanks to the MT’s miserly fuel consumption, although I continually found it a surprise to be filling up to the brim, yet not even having to spend a tenner!
The clock binnacle on top of the handlebar risers looks out of place aesthetically, and would give a cleaner look had it been incorporated into the back of the headlight shell, although this would make it even more difficult to see and read.
There’s a bar-type rev counter; gear position indicator; digital speedometer; odometer; dual trip meters; fuel gauge; fuel reserve trip meter; clock; instant and average fuel consumption; and a range of warning and indicator lights.
As it is, it takes a concerted look downwards to read the LCD display, which is a little concerning given that checking your speed is vital in Gatso-ridden Britain, despite the necessity for watching traffic conditions. Easing over the speed limit by even just 10% because you’re watching what other traffic is doing is not a viable excuse, as I have discovered.
This one was fitted with the aftermarket flyscreen (£115) and Yamaha’s heated grips (£145), and there’s an impressive range of bolt-on goodies. While I was disappointed at the lack of suitable strapping-down points for luggage, I have since discovered that there are fold-out under-seat bungee cord fastener straps, but a decent-sized tail pack or throw-over panniers would still need some careful strapping using the pillion pegs and that not-especially-pleasant number plate hanger.
The Emm-Tee is not only easy enough to ride for a newcomer (it is, of course, also available in a A2 licence-friendly 47bhp form, at the same retail price), but exciting and capable enough to make even the inner city commute; and with a slightly bonkers side that’ll bring out your inner hooligan.