Test: Jeff Ware Photography: HMC Photography
Fun factor is something the YZF-R7LA has by the crankcase full. It has the grin factor and engaging nature built into it that just can’t be found in a lot of bikes, particularly in the LAMS class, where dreary, efficient engines are the norm, leaving manufacturers only the chassis and styling to thrill the kids with. This time, for Yamaha, it’s an overall package and that cracker CP2 motor that combines to make what is essentially, and feels like, a big YZF-R3, which itself is one of the most fun motorcycles you are ever likely to ride, young or old!
Big bike looks, a modern, compact R1, much more stylish in my opinion than the R6, and particularly cool from the side, with its long swingarm, 10-spoke wheels, fat tyres and sharp bodywork. It looks fast just sitting there. Easy on the eye, looks fun yet serious, not toy-like as the little 300 and 400s are… Everything is well finished and top quality, from the paint to the decals, fasteners, switches, and controls. The lights look, and perform, amazing and top triple-clamp gives the R7 a superbike feel visually.
The ride position is not full sportsbike/track bike – it’s somewhere between an R6 and a street bike. It is still a head down bum up rider triangle, but straightening your arms means you can easily sit more upright. There is some weight on your wrists, as expected, but I did a seven-hour ride at one point, with no wrist discomfort worth noting. The ‘pegs are high, but not around your ears, the tank is long, old-school style, so a bit of a reach to the clip-ons.
It’s easy to see through the mirrors without breaking your neck, and tucking in behind the screen, head on tank, there is room and good vision ahead, even for an old bloke! The seat is wide, tall, and firm. Good for feel in sports riding, but great for bump absorption and firm but enough comfort. The tank shape allows for plenty of leg movement, and easy knee grip for hard braking, while giving good space for cornering, hanging off or ‘locking on’ when really having a go. Overall, the ergonomics are fantastic. All day comfort with sportsbike aggression when needed.
The left and right switches are basic, nothing special and no fancy modes or electronics to navigate. The throttle throw is super short, being the LAMS version, and I had it in two positions most of the time, wide open, or closed!
There is a bit of storage under the pillion seat, enough for a phone and wallet. The stand is easy to flick down and find, it leans a long way over, I used a piece of 10mm thick timber under it at home. The steering lock clicks in easy, the ignition switch is smooth and the dash, easy to navigate the few features but it’s hard to see in bright sunshine. Something needs to be done there, as I could not see it half the time (whether I had sunnies on or not).
Riding the YZF-R7LA is just so much fun, mainly thanks to the chassis in this case, but the CP3 is still capable even in this restricted version. The bike is not as punchy or zippy as the MT-07LA, however, it makes great torque from 4000 to 6000rpm, and with long final gearing and wide gears, that 2000rpm covers a huge speed range. On the highway, the restricted CP3 struggles at 110km/h, where it vibrates and will not pull top gear for overtakes. Drop to fifth, bringing the revs up to 4700rpm, and there is punch for passing, or leave in top and it won’t pull until 120km/h (also 4700rpm). In the 4000 to 5000rpm range, there are some vibes through the ‘bars, but nothing worth worrying about. It’s generally pleasance on the freeway. From 5000rpm, the vibes are gone and it’s smooth.
The LAMS CP3 engine has lots of engine breaking when the rpm drops, so you notice it around town and into round abouts etc, however, a bit of old-fashioned annual slip on the lever does the trick. Once the revs and speeds increase, the engine braking decreases and the R7 flows into corners quickly, with good rolling speed. Let that engine drop below 4000 or rev above 6000rpm, though, and progress will slow. The gearbox is superb, super slick up and down, one of the best I’ve felt. Top gear is very tall, however, plus a quickshifter is desperately needed.
As mentioned, I pretty much had the R7 pinned everywhere, yet I still got over 200km from each of the three tanks of fuel I used, in fact, each time I filled up at the 200 to 210km mark the tank only took between 7.5 and 8.5L, so there was still at least 3L in there, or another 80km. Great economy for a 700. I used 95 for a tank, PULP for two tanks, with no pinging at all. On those figures, the R&LA has a potential range of 300km… Not bad at all.
So, the CP3 is fun even when restricted but it’s the chassis that ticks all the boxes for me. A tight frame but not racetrack dedicated and ready to spit you off over the first bumps, there is plenty of flex in there for feedback and keeping the wheels inline over our terrible roads. The suspension is firm, even for a street sportsbike, but the quicker I went the better it felt and the more I appreciated what Yamaha have done, as it works best sitting down in the stroke a bit and whether on smooth hotmix or bad bumps the R7 is super compliant.
I took three clicks of comp and rebound off the front, then put two clicks back in after a ride. I left the back, but I would take some preload and comp off is I was 5 to 10kg lighter, as it might be a bit harsh for some lighter riders (I’m 95kg). The steering is rock solid stable while still giving fast-accurate turn-in (with a bit of effort) and the R7 is beautiful into the first half of a corner, then stays on-line all the way out. A great handling little road bike… I was impressed, even ground clearance is fantastic, and the S22 tyres are brilliant…
I only found the mighty YZF-R7LA lacking in one area, that being braking. The front brakes lack feel, initial bite, and power. I’ve read elsewhere how amazing the brakes are, so perhaps it was just our press bike, but I did a lot of riding and a hell of a lot of braking, with no improvement. Anyway, a pad change could fix it and newer riders will appreciate the less savage nature. The rear brake is good, with decent feel. Hard braking using both, the rear ABS does kick in early, so the rear wheel must want to come off the ground…
Overall, I’m completely impressed with the YZF-R7LA and I can’t wait to ride a full powered version. I had a lot of fun on the bike, enjoy the size, and would happily have a HO version in the shed… Stay tuned for our HO road test here at shannons.com.au
2022 YAMAHA YZF-R7 (LA) Specifications
Yamaha-motor.com.au
Price: $14,049 Ride Away… $14,649 LAWGP ($15,049 HO – $15,649 HOWGP).
Warranty: Two-years unlimited km
Colours: Team Yamaha Blue, Performance Black, 60th anniversary livery ($500)
Claimed Power: LA 38.3Kw[52.1hp]@8000rpm, HO 56.45kW[74.8hp]@9000rpm
Claimed Torque: LA 57.5Nm[42.5ft-lbs]@4000rpm, HO 68Nm[50ft-lbs]@6500rpm
Wet Weight: 188kg
Fuel capacity: 12.8L
Engine: Liquid-cooled, DOHC, inline-twin, four-stroke, four-valve, 80 (78 LA) x 68.6mm bore x stroke, 689cc (655cc LA), 11.5 (11 LA):1 compression, lightweight one-piece two-into-one exhaust Gearbox: Six speed Clutch: Wet, multiple disc
Chassis: Steel Deltabox frame with alloy sideplates and alloy swingarm.
Rake: N/A° Trail: N/A
Suspension: KYB 41mm forks, fully adjustable, 130mm travel, KYB shock preload and rebound adjustment, 130mm travel.
Brakes: 298mm rotors (f), dual four-piston calipers and Brembo radial master-cylinder, 245mm rear rotor, two-piston caliper, ABS.
Wheels & Tyres: 10-spoke cast alloy wheels, 120/70 – 17 and 180/55 – 17 Bridgestone S22 tyres.
Dimensions
Wheelbase: N/A mm
Seat height: 835mm
Ground clearance: N/A
Overall width: 705mm
Overall Length: 2070mm
Overall height: 1160mm
Instruments: LCD multifunction dash.
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