2016 Yamaha XSR900 First Ride Review

We’ve been fanboys of the FZ-09 since its introduction in late 2013 as a 2014 model. The FZ had some initial teething problems such as inexcusably abrupt fueling (fixed), and too-soft suspension (not fixed), but its powerful three-cylinder engine, lightweight, and well-balanced chassis made for an exceptionally fun, do-anything motorcycle for a price that remains surprisingly affordable ($8,190).

More For Less: Aprilia Shiver 750 vs. Suzuki GSX-S750 vs. Yamaha FZ-09

The XSR900 retains all the elements we love about the FZ-09 while addressing the suspension issue with firmer spring rates and bringing to the table a host of modern electronics including ABS, traction control, as well as an assist-and-slipper clutch. The cost of these upgrades adds a notable $1,300 from the base model FZ to the base model XSR’s MSRP ($9,490 – Matte Gray/Aluminum, $9,990 – 60th Anniversary Yellow). The increased retail price also reflects the use of aluminum bits and pieces in place of the FZ’s plastic ones.

According to their respective spec sheets, the FZ and XSR are identical in terms of wheelbase (56.7 in), rake/trail (25.0°/103mm), and weight distribution (F 51.0/R 49.0). This goes a long in explaining why the two feel so similar to ride. The XSR does gain a few curb weight pounds (414 lbs vs 430 lbs) from the use of aluminum vs plastic, but the XSR remains as flickable as the FZ when flogging canyon roads. Yamaha says the XSR’s seating position weights the front end by way of canting the rider slightly further forward, but this adjustment does nothing to really change the front end’s characteristics. First-gear wheelies become routine whenever the stoplight switches from red to green, which is always fun. However, when aggressively riding the XSR through the countryside, the front end can easily become nervous when exiting a corner under power, especially if a bump in the pavement is introduced.

Yard Built Yamaha XSR700 Tracker By Bunker Customs

The light front end is more exciting than scary, and it could probably be tamed with a steering damper, but feedback from the front end is vague. One solution to curing the XSR’s front end’s lack of communication might be to purchase and install the accessory clubman bars, which exchanges the XSR’s standard seating position for a cafe racer one that certainly, uncompromisingly, weights the front end.

Improving the XSR’s handling are revised damping settings for the fork and shock, a longer shock spring, and the addition of longer, dual-rate fork springs. A much stiffer all-around motorcycle compared to the FZ’s sponge-cake settings, the XSR is better equipped for touching down all the wheelies you’ll be riding, as well as retaining better composure under hard braking and other aggressive riding maneuvers. Revised damping settings in the shock complement the XSR’s front end, making the XSR a sportier bike than its sportier-looking FZ counterpart.

2016 Yamaha Tracer 700 Announced For Europe; Expect to see it in the US as the FJ-07

According to Yamaha, “new ECU settings match the character of the bike.” Exactly what this means is a little vague, as no definitive explanation was given. What we can confirm is, like the FZ-09, the XSR offers three Ride Modes: A, Standard, and B, with very similar settings between the two platform mates, as in A being abrupt, Standard seemingly the best choice for pretty much all riding circumstances, and B just a letter in lieu for a Rain mode. Riding modes are chosen via a right-handlebar-mounted button, and can be switched while in motion.

Like the FJ-09 – the sport-touring edition of the FZ-09 – the XSR comes equipped with ABS and traction control. And, like the FJ, ABS is non-switchable while TC can be adjusted between 1, 2, and Off when the bike is not in motion. Unlike both the FZ or FJ, the XSR comes equipped with the latest trend in clutch technology, an assist-and-slipper clutch. Besides reduced clutch pull, the technology provides smoother downshifts while reducing the effects of reverse-engine torque through the drivetrain (see Yamaha explanation video here).

The interesting thing is, Yamaha chose the Sport Heritage version of the three (FZ, FJ, XSR) as the model to carry all these modern rider aids. Whether these modern accouterments will be attractive to the millennial biker tired of riding a cafe-customized XS750 remains to be seen, but XSR should at least be able to pull some millennials into dealerships with its industrial, bare-bones styling.

If Yamaha says the riding position is slightly more forward than the FZ-09, it can’t be by much and certainly not worth complaining about. The only problem I had with comfort is a seat that doesn’t provide much fore and aft movement, but worse are the tank cutouts that the inside of my knees were constantly resting against (I had the same problem with the tank cutouts on the Thruxton R). The adjustable front brake lever is a nice touch.

The XSR900 is the newest member of Yamaha’s expanding Sport Heritage segment of motorcycles that includes the Bolt C-Spec, SR400, and VMAX (that’s quite a disparity of performance!). Of the four, the XSR represents the most versatile among them, and the best bang-for-your-buck motorcycle outside Yamaha’s own FZ-09 or FZ-07. One thing that’s for certain, the growing range of models developed around the wonderful 847cc Triple powering the FZ, FJ, and XSR is a welcome expansion, serving the performance and styling needs of a growing variety of riders.

The 2016 XSR900 is a part of Yamaha’s corporate demo fleet. If your local dealer doesn’t have an XSR demo model, check out Yamaha’s Events website for a chance to take one for a spin. And just try to keep the front wheel down – we challenge you!