Yamaha XSR700 Engine and Straight-line Performance Review

We have here today a 2024 Yamaha XSR700.

If you’re reading this, you should be familiar with this motorcycle. For those who aren’t, the Yamaha XSR700 presents itself as a retro-styled version of the very popular and much loved Yamaha MT-07.

That means beneath its exterior, it is essentially the same motorcycle – which is a good thing.

The reason this is advantageous is that, like the MT-07, the XSR700 is powered by Yamaha’s grunty 689cc CP2 (Crossplane 2-cylinder) engine.

The XSR700 also shares the same basic frame and suspension components as the MT-07, including telescopic forks up front, a monoshock at the rear, and so on.

Essentially it’s an MT-07 in a different suit.

The XSR700s weight is slightly higher (around 186 kg/410 lbs wet) due to additional styling elements, making it approximately 10 kg heavier than the original 2014 Yamaha MT-07 but similarly hefty as the latest MT-07, which gained some KGs.

I’ve been eager to give the Yamaha XSR700 a thorough test ride, especially after being impressed with the XSR900 I tested a while back. It will also be interesting to see how it compares to the MT-07 which is so similar to.

But first, we’ll take a closer look at the engine performance and how it feels on the road.

Yamaha XSR700 Dyno Curve

The Crossplane 2-cylinder (CP2) engine has been with us for over a decade. This motor first appeared in the MT-07 and powers the XSR700 we have today, as well as the YZF-R7 and Tenere 700 – one of which we hope to test soon.

The XSR700 is equipped with a unique 689cc, liquid-cooled, inline 2-cylinder, DOHC (Double Overhead Camshaft) engine.

Its uniqueness stems from the 270-degree crank, which gives the engine a distinctive exhaust note – far more appealing than the conventional firing order found in bikes like the Kawasaki Ninja 650 or Z650.

This engine isn’t renowned for peak power or outright speed but rather for its accessible and grunty torque.

Despite its nearly 700cc displacement, many similarly sized engines produce more power. For instance, 600cc supersport engines deliver significantly higher output, though they serve a different purpose.

These high-revving engines need to be pushed hard to unlock their full potential and are not so well suited for slower road hooning.

When compared to other less performance-focused engines like those in the Aprilia RS/Tuono 660 or Triumph’s new Trident/Daytona 660 – the 689cc CP2 engine performs admirably but still falls short in terms of peak power.

However, it outshines the Ninja 650/Z650 engine and several other competitors in its class, ensuring it doesn’t sit at the bottom of the pack on paper at least.

While it’s unfair to pit the XSR700’s engine against smaller-capacity supersport engines, comparisons to the aforementioned motorcycles are reasonable, as they are direct competitors to the XSR700.

Even if the Yamaha’s engine ranks near the lower end of its class in terms of power, its claimed peak of 74 horsepower doesn’t tell the whole story.

The CP2 engine’s true strength – and its most celebrated trump card lies in its torque: where it’s located (rpm) and how it’s delivered.

That torque, claimed at 50 lb-ft at 6,500 rpm, is robust and arrives right where you need it.

Dyno figures for the XSR700 show it producing 67 horsepower at 8,500 rpm and 47 lb-ft @ 6500 rpm to the wheels. Our example was equipped with a Mivv full exhaust system, running with the baffle and no tune.

This engine delivers power in a manner reminiscent of a single-cylinder motor, with a low-to-mid-rpm bias.

It can rev higher than a typical large-capacity single if needed, but it produces its best power and torque between 3,500 and 8,500 rpm.

This is intentional by Yamaha. The engine is designed primarily for road use, prioritizing punchy acceleration from stop to stop and corner to corner at more sensible speeds.

The slight torque kick around 5,500 rpm isn’t as pronounced as the dyno curve might suggest. Instead, it feels like a broad, linear slab of torque available throughout the rev range.

The engine will rev beyond 10,000 rpm, but power begins to taper off around 9,000 rpm. It sounds fantastic, though especially with the Mivv Full System, but not necessary.

Yamaha XSR700 Thrust Curve

We didn’t have as much time with the XSR700 as we’d have liked. Ideally, you’d want a bike for a few days to truly get accustomed to the clutch, engine, and gearbox.

Unfortunately, our test machine had a stubborn gearbox.

Shifting gears during speed testing was very difficult. Too often, the next gear wouldn’t engage, regardless of the technique used. 

It was very frustrating. As a result, many promising runs were ruined because the bike refused to shift.

I made some clutch adjustments at the lever and the engine, which slightly improved the situation, but the issue persisted.

Aside from the gear selection problem, everything else worked just fine.

The clutch was smooth, predictable, and easy to use, making for many great launches.

First thing to note: this bike launches almost as well in second gear as it does in first thanks to that grunty engine.

I think first gear could be longer. If it were, 0-60 mph times might improve somewhat.

Most runs clocked in around 4 seconds. This is because first gear is just too short – it doesn’t reach 60 mph without a time-consuming gear change.

And the XSR700’s instant torque makes it more prone to wheelies than hunker down and outright accelerate.

To achieve sub-4-second 0-60 mph times, you need an aggressive clutch dump. But that often results in a wheelie, so it’s a fine line. Engage the clutch as quickly as possible and drive first gear hard.

XSR 700 0-60 mph in 3.85 seconds.

If you can keep the front wheel hovering low without backing off the throttle, congratulations – you’ve nailed an optimal launch.

Shift up around 9,500 rpm with a clutchless change into second gear, then rinse and repeat.

Get it right, and you might even catch a wheelie as second gear engages. That surprised me – this kind of madness is usually reserved for the XSR900.

Yet here we are, on what’s essentially an entry-level bike, pulling power wheelies in second gear. Awesome!

It was tough to get the 0-60 mph time under 4 seconds, but I eventually managed a best of 0-60 mph in 3.85 seconds and a 0-100 km/h 4 seconds flat.

I’m certain we had faster runs, but too many were spoiled by the gearbox failing to engage second. We encountered the same shifting issues during quarter-mile runs, especially third to fourth gear, and fourth to fifth. gear

Thankfully, we still managed a few consistent times.

It’s tempting to rev the XSR700 out to 10,000 rpm and beyond, but you’ll lose time. For the best acceleration and elapsed times (ETs), shifting around 9-9500 rpm works best.
The thrust curve confirms this as well.

After numerous attempts, the Yamaha XSR700 posted a best quarter-mile time of 12.22 seconds @ 107 mph. The best 0-100 mph time was 9.75 seconds.

The XSR700 had more potential, and likely would’ve performed better, but too many speed runs were hampered by the difficulty shifting into the next gear.

There’s not much room on the XSR700 to tuck your knees -or especially your elbows out of the wind.

There’s also less space to slide your bum back to get low. The handlebars are wider than those on the MT-07.

XSR700 Top Speed 127 mph

Overall, the XSR700’s ergonomics aren’t well-suited for speed testing. It offers less wind protection compared to the MT-07.

I expected the top speed to be lower than the MT-07, and I was correct. After multiple runs in both directions, holding it flat-out for nearly 2 km, I achieved a best top speed of 127 mph.

That’s a decent figure, though I was as flat as possible, with one arm tucked behind my back.

A more realistic top speed of 115-120 mph is achievable when blasting through the gears without an exaggerated racer tuck and not for a km or more.

You can hit that top speed in fifth gear – there’s no need to shift into sixth.

If you’re of smaller stature and conditions are favorable, you might squeeze a few more mph out of the XSR700. But ultimately, it’s poor aerodynamics and limited power make breaking 130 mph a challenge.

To Note: The XSR700 is a little unstable on launch. It likes to veer to the left or right. The bars like a shake and snap sometimes when the wheel is skimming the road under power. It’s quite exciting but could put you into a bush if you’re not on the ball.

If you are looking at buying a Yamaha XSR700, you’re not going to worry other big bikes on the road, but you will definitely be able to at best harass them and at worst keep them honest all other things being equal.

Sub 100 mph this is a fast motorcycle. If that’s you’re playground, you will have a blast and keep your mates honest while still looking cool at the coffee shop stop.