2022 Yamaha XSR900 First Ride

The 2022 XSR900 is 90 percent new and more refined, but it hasn’t lost the coolness that we have always enjoyed from Yamaha’s stylish naked. Despite its flaws, the XSR900 has always been a favorite in the Cycle World office. Sure, throttle response was spasmodic, the suspension was cut-rate and too soft, and the front brake was only a hair less aggressive than the throttle. It rocked back and forth on its chassis in response to every command to go or stop, but still we loved it. Its CP3 triple howled gloriously, the front tire was more than happy to rocket skyward, and it looked darn cool. We loved it. Now, for 2022, Yamaha has massaged and restyled the XSR900, and after two days on the next-gen bike the former model is dead to us. This is what the XSR900 should have been all along. Ninety percent of the XSR900 is completely new. Yamaha has given this throwback model a new engine and frame, fresh suspension, and spanking electronics for 2022. Just like with its naked MT-09, Yamaha has revamped just about everything, and it shows. Style for Miles Yeah, you might say, but it’s just an MT-09 in a cooler suit. You’re not completely wrong, but you’re not exactly right, either. A handful of touches differentiate the XSR900′s performance along with its look; some notable differences in the chassis give the XSR its own personality and ride quality. To passersby, the XSR900′s shape clearly separates it from its MT brethren. Yamaha says the old XSR was inspired by the ‘70s, whereas this new model has moved into the ‘80s. A long tank and chunky tail recalls the TZ and YZR500 racers of the era. Even the gap between the tank and seat is intentional, emulating a minimalistic racing tailsection. Customizers: Start searching for a TZ250U fairing ASAP! As it sits, the XSR900 stopped people in their tracks, and questions were plentiful, a clear indication the designers did well. With that new style comes new ergonomics. The rider’s hips are positioned 5mm farther forward and 22mm lower into the bike. Handlebars are now 14mm forward of the previous position 35mm lower while the footpegs further lighten the rider triangle by dropping down 7mm and back 2mm (but are adjustable 14mm up and 4mm back by moving the brackets to the upper mounting holes). This gives the rider a more sporty slant without being cramped. The seat is firm and narrow with a steep back, and is also one of the few criticisms; after an hour in the saddle, that firmness and narrowness makes itself felt, requiring a stretch or stop. If you want to look cool, you’re going to have to suffer a little. What doesn’t suffer is the performance of the new XSR900. It’s a massive improvement, full stop. From the additional power from the engine to the stiffer and more responsive chassis to IMU-based electronic rider aids, the 2022 XSR900 is leaps and bounds ahead of the old model. New Displacement CP3 Triple Yamaha’s CP3 crossplane inline-triple gets a larger displacement for 2022, increasing from 849cc to 890cc. This is achieved via a 3mm-longer stroke, now 62.1mm, while using the same 78.0mm bore. This is accomplished while keeping the same external engine dimensions by increasing the crankshaft throw and using 1.5mm shorter titanium fracture-split connecting rods. Crankshaft inertia has increased by 6 percent through this change as well. Those shorter con-rods are pinned to new concave-top forged pistons. More aggressive camshaft profiles required a wider cam chain with a hydraulic tensioner, replacing the previous mechanical spring unit. Finally, narrow and compact combustion chambers improve torque with a more efficient fuel burn. A new airbox with three tuned intake snorkels bumps up the efficiency while creating a more aggressive intake note. Updated throttle bodies feature a new injector angle that sprays directly at the intake valve for improved fuel atomization resulting in better combustion efficiency. Additionally, intake port volume has been reduced by 15 percent to facilitate more complete cylinder filling for more stable combustion. Yamaha claimed a 6 percent increase in torque from the previous XSR900, though the company declined to provide information on the changes to horsepower. Following the official ride day, we put the 2022 model on Cycle World’s Dynojet 250i dynamometer in order to get rear-wheel horsepower and torque figures. Both horsepower and torque have increased, with 106 hp at 10,000 rpm and 63.5 pound-feet at 7,000 rpm. This is an increase of 2 hp and 4.5 pound-feet, with the peak horsepower rpm being nearly identical but peak torque coming in 1,000 rpm sooner than the 2020 model last tested. Full story here: https://www.cycleworld.com/story/motorcycle-reviews/yamaha-xsr900-first-ride-2022/ Subscribe to Cycle World Youtube: /c/cycleworld Read more from Cycle World: https://www.cycleworld.com/ Buy Cycle World Merch: https://teespring.com/stores/cycleworld

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