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It’s no secret the supersport 600 market has witnessed a dramatic decline. In Europe it dropped by a staggering 77% from 2000 to 2020. Yet racing remains hugely popular, particularly MotoGP, WSBK and BSB (in which classes Yamaha are having notable success in this, their 60th anniversary year).And while the popularity of track-focused 600cc machines has declined, smaller sports bikes have seen an increase in sales, particularly Yamaha’s R125 launched in 2005 and the R3 launched in 2015.

With the legendary R6 now only available as a track option, there’s a void in Yamaha’s sporty range between the R3 and R1, and the Japanese automotive giants spotted as an opportunity. Creating a new bike based on the hugely popular and sales chart super success, the MT-07, was a no-brainer – in fact, I’m surprised it’s taken them so long. This isn’t a replacement for the inline-four R6 and is similar to the original OW-02 R7 in name only. The 2022 YZF-R7 promises to deliver a balance between road and track riding; is affordable, accessible, and still carries the brand"s R-series style and look.

For 2022, Yamaha launches this brand-new model, the R7. The R7 uses the same parallel twin found in the MT-07, but that is where the similarities end. A re-designed chassis with more frame rigidity, a steeper head angle, new inverted forks, revised shock and brakes, not forgetting the dramatic styling… and it looks great.

Yamaha invited us to southern Spain to test the new machine on both road and track. First impressions are favourable, this bike really could be the machine to re-energize the mid-capacity sports bike and could become a sales chart hit in 2022.

Yamaha has jumped into a new market segment, which historically has been dominated by Kawasaki’s Ninja 650 (£7399). Heavily modified 650 Ninjas have dominated road racing in the Lightweight/SuperTwins class and is the first-choice bike for many for the road and track.

Honda’s CBR650R (£8149) can’t be ruled out either. Fractionally cheaper than the R7, the inline four-cylinder machine makes more power, and the rev happy engine makes it fun to ride. Arguably, it is not as desirable, especially compared to the R7 in its white anniversary colours (which will cost an extra £300).

However, Yamaha have fitted a ‘first assist and slipper clutch’ which not only improves engine braking but also reduces the clutch lever pressure by 33%. The throttle pully routing is more direct to give a sharper, quicker feel and the gearing is longer, down from a 43-tooth rear sprocket to 42. With the R7’s improved aerodynamics, Yamaha claims the new bike has an 8% higher top speed than the naked MT-07 but wouldn’t confirm what that was.

For the track part of the test, Yamaha fitted their optional Quick Shift System (QSS, £134) which works on upshifts only. You need to keep the little engine buzzing, and the QSS becomes essential as you live in the upper 25% of the rev range. On the road, the MT-07-derived engine will happily pull cleanly from low down in the rpm, but on track loves to be thrashed, with upshifts only made when the shift lights illuminate.

Around the Andalucía racetrack in southern Spain, I anticipated that the R7 would feel like an underpowered R6 and leave the rider a little deflated, like drinking alcohol-free beer. Glady, my predictions were wrong.

Yes, on the long straight it’s not arm-ripping quick: fourth and fifth gears feel long, and sixth is almost too tall for the track. But again, I can see the benefit for inexperienced riders. The lack of extreme power gives you time to breathe and relax. Corners don’t rush towards you; you have time to focus on the line and have fun. Riding an R6 or an R1 can be hard both mentally and physically, but the R7 isn’t. You won"t be packing up early on your next track day.

Many will compare the new R7 to the MT-07, but this is an entirely new bike and not an MT-07 with some attractive bodywork added. The chassis has more rigidity, the steering head angle is steeper, the rear had been lifted via a new linkage and a revised rear shock, wheelbase is shorter (by 5mm), and there are completely new KYB forks, now inverted and fully adjustable. The centre of mass has moved forward while the rider, a large percentage of the overall mass of course, is positioned much more R6 than MT-07.

So what does this all mean? Despite its racy and aggressive looks, the R7 is actually very forgiving. The ride is on the soft side of sporty, by which I mean this isn’t like a harsh supersport machine. On the road, Yamaha’s R6 is too firm, with little static sag, and needs to be softened to work on the road. But the R7’s focus is on real-world bumps and road decay. The suspension has plenty of travel and movement, which translates confidence to the rider, especially helpful for those with less experience.

For this track test Yamaha cleverly fitted track day rubber and tweaked the suspension to match. Again, like the motor, I wasn’t disappointed. In fact, the little R7 was a real surprise.

Yamaha claims the R7 is the most aerodynamic in the R-Series. It is narrow at the front and the seat too, which makes it easy to get both feet on the ground for short riders (seat height is 835mm). However, this aerodynamic package, with ergonomics closer to the R6 than I was expecting, does make the R7 on the small side. I’m 5ft 7in, or 172cm, and felt at home in the racy riding position but riders over 6ft may find it a little cramped. The screen is reasonably large for fast motorway riding, and at slow speeds the ‘bar position wasn’t too extreme.

For the racetrack, Yamaha unveiled their GYTR race bike, which showcases the racing accessories available for the R7, from race bodywork, suspension, ECU and wiring harness, to brake lines and ABS emulator to remove the ABS – everything to go racing. The full race exhaust from Akrapovic sounded great, by the way, and don’t be surprised to see a one-make race series. (Yes, please, I want a go.)

Road testing a new sports bike in the UK in January is clearly irrelevant, right? Yes, probably, if that’s the only test you get chance to do. But in this case we’d done the sunny Spain road test exploring the R7’s limits, added a couple of track tests and had a pretty good idea of how Yamaha’s new sportster performs in ideal conditions.

But… these are the kind of bikes bought by people who don’t always ride in ideal conditions. If you’re going to commit to an R7 over something a little less radical like Yamaha’s Tracer 700 or Triumph’s Tiger Sport 660, you’d be curious to know what an R7 is like when it’s cold, damp and you have three layers of thermals under your riding kit to limit your leaping all over the bike.

Yamaha’s middleweight twin can be fast and revvy as well as punchy in the midrange. Full fairing hides the bulbous additional Euro-5 catalyser better than on the MT-07 and Tracer 700

The R7 shows a side of Yamaha’s CP2 engine I haven’t seen before. In the MT-07 this motor is all about short-shifting – making some noise, blatting through the gears at medium speeds until the lack of a fairing stops play. In the Tracer 700 it’s a little more relaxed; higher gears, lower revs, using the torque of the twin-cylinder engine to cover distance easily and enjoyably.

I don’t care that it doesn’t have rider aids apart from a simple ABS system and I can live without a TFT display, Bluetooth connections and the optional (£140) quickshifter (which works well on full throttle but much less well than the MT-09’s unit on part throttle).

As a road bike the biggest issue I have is the riding position, which is a lot more focused than Honda’s CBR650R or Kawasaki’s Ninja 650. In summer, when you’re only in single layers it’ll be fine -heavy on your back and neck, but you’ll soon adapt. In winter layers it’s bearable although your neck aches quickly in slower riding. The biggest issue in full winter kit is looking behind you. The R7 mirrors are ok, but not quite good enough that you don’t need to physically look behind before moving lanes. And that’s not so easy with full winter kit on.

Is it the great ‘first big sports bike’ that some reviewers say? I’m not so sure. To me the R7 is more like the bike you buy after you’ve run a Honda CBR500R or Kawasaki Ninja 400 and are looking for something even sportier. If you like the look of a sports bike but want some comfort too, buy a Kawasaki Ninja 650 or Honda CBR650R. If you want something that feels like a focused, sporty roadburner, buy the R7 – you won’t be disappointed.

An unusual time of the year to be testing track-ready motorcycles is the middle of November but we got away with it because the track in question, Blyton Park, was dry and the sun was shining though the circuit’s rough surface left little to be desired. Nevertheless, there I sat at the pit lane exit between two blue Yamaha supersport bikes. Both with full aero and a sporty presence though only one is eligible for the road and complies with Euro 5 emissions regulations.

That’s the R7 – creeping into UK dealerships as I type, available from £8200. The other is YZF-R6 which has been discontinued as a road bike but lives on as a track-only bike and despite being somewhat older it has a £3799 higher price tag of £12,099. OK, so it has two extra cylinders, a four litre larger fuel tank and makes 43.6 more bhp but is that enough to justify the price difference? Or, even though they look remarkably similar and in theory target the middleweight sportsbike fan, are we incorrectly pitching one against the other?

Yamaha’s R6 has been a firm favourite among those racing in the supersport classes over the last couple of decades yet the new-for-2021 R7 is not a like-for-like replacement. Many can grumble over the name and how it shouldn’t bear the same moniker as the mighty OW-02 but as the supersport class has declined so much over the last 20 years so why has Yamaha built an R7?

Cutting straight to the lap times and just 4/10th of a second was the gap between the two bikes with the R7 quicker at 1m10.04 vs. the 1m10.08 of the R6. It was the R6 with its overwhelmingly advantageous peak power figure which offered a Vmax figure of 133.4mph vs. the R7’s 119.6mph on the straight but wasn’t as dynamic in the cornering phase. Noticeable was the R7’s stability under braking allowing me to run a much faster apex speed, which I knew I needed. There’s a fast right-left third gear combination (fourth on the R7) which the R7 had more poise for and I could get over the bike faster to change direction and that gave a speed and agility advantage on the short squirt towards a harder braking zone into a second gear (third on the R7) and much tighter right. The R7 felt more comfortable and secure during that transition which is where it dragged back all the time lost on the straight. The below chart shows the lap times of the two bikes. Red is for the R6 and green for the R7 with an automatic start/finish line position half way along the main straight.

The R6 is more than happy living high in its rev range up and over 10,000rpm and you can therefore run a gear lower in the corners, while the twin cylindered R7 needs more nurturing down the gears, changing lower in the revs but not down as many allowing the bike to run through the apex at a higher speed because you then haven’t got the revs/punch to build up speed as quickly. Accuracy is compromised a little considering the focus on pushing the front through. The chassis on the new bike is rigid and compliant enough for those engaging with a sportier riding style, it’ll be interesting to see how compliant it is when translated to road riding. At 6ft tall and weighing a smidge over 14st, I looked a little big for the R7 from the video but didn’t feel like I dwarfed it when riding. The position suited the purpose and in fact felt less racy than the R6 in their standard form.

All said and done, the R7 once race parts are fitted (decat and a race silencer, for example. Yamaha offers a full GYTR range) and its properly set-up for the track, will be one of the more competitive machines in the Supertwin class. It seems like excellent value for money with attractive race-esque styling to match the brand’s full factory race machines that have enjoyed such success in WSB, BSB, MotoGP too, though like everything, it can soon escalate once you start tinkering and adding extras, like the quickshifter at £135, and even the 60th anniversary red/white paint scheme at £300.

* Both bikes are available to hire among other Yamahas at the Bennetts Track Days in 2022 via Moto Events and their Yamaha Track Experience offering so if you fancy trying the R7 on track then here are the dates:

It was an obvious and clever decision for Yamaha to produce this bike. They already had the excellent MT-07 and their line-up was missing a middleweight sporty road bike. It was a tough job, producing an affordable, attractive machine capable of cutting on the track andbeing easy to live with and manageable – but they have done that. Young and old will appreciate the styling, especially for the price. On the road, it’s fun and easy – and can seriously cut it.

This is a great bike, one that re-ignites this market segment and makes it even more attractive. The R7 deserves to attract a wave of new young riders to the joys of sports bikes. And, no, I don’t care that they called it an R7… After all, most potential buyers weren’t even born when Yamaha launched the limited edition OW-02.