2023 Yamaha XSR900

[Hugh Janus]

The Yamaha XSR900 is unchanged for 2023 but got a slight price bump to $10,199. (Yamaha Motor Europe/)

Ups

• Loaded with features you’d expect on a much more expensive motorcycle
• High-quality fit and finish
• 2022′s updates add refinement to an already-great package

Downs

• Lack of compression damping adjustability on the rear shock limits performance
• Seat adds to the look but too thin for longer rides

Verdict

The XSR900 combines YZF-R1-derived rider aids, a soulful three-cylinder engine, and stand-out styling. At $10,199, it undercuts the price of the competition while providing higher-tech rider aids and more features.

Yamaha borrowed design cues from its early-to-mid-’80s GP machines for its latest-generation XSR. The smooth, elongated tank feels just right with your knees tucked into the pockets, and Legend Blue paint looks amazing in the sunlight. (Adam Campbell/)

Overview

The 2023 Yamaha XSR900 is a mashup of the decades. It’s like a 1980s endurance racer was stolen from the paddock at Bol d’Or, left for dead in a French lockup until it was unearthed in the ‘90s by some punk kid who stripped it of its bodywork and turned it into a streetfighter, and then sold it to a genius hacker in the 2020s who tore out its carbs and implanted it with the latest superbike-derived electronics.

While some manufacturers give their retro-styled bikes minimal rider aids, believing potentially nostalgic consumers prefer a closer proximity to an analog experience, Yamaha has gone the opposite route in order to expand the bike’s appeal. In the same way, by diverging from the aggressive styling of the MT-09, upon which the XSR is based, Yamaha is hoping it appeals to a breadth of riders—from style-conscious young people nostalgic for the glory days to golden-agers who love the styling of their youths but have no patience for fiddling with carb jets.

Updated for 2022, the XSR is based heavily on the latest MT-09, sharing the same engine, electronics, and main frame, but it uses a longer swingarm, a different subframe, and has a few other changes to distinguish itself.

The XSR900 packs lots of technology, an engaging crossplane three-cylinder engine, and a dynamic-handling chassis into a cool, retro-leaning package. At $10,199, it has tremendous bang for the buck.

The XSR900 is a more refined package than the first generation, but it still knows how to have a good time. (Adam Campbell/)

Updates for 2023

The XSR900 is unchanged for 2023, having just had a major overhaul for 2022.

Pricing and Variants

The 2023 XSR900 costs $10,199.

Competition

The XSR900 competes on the spec sheet with nakeds like Yamaha’s own MT-09 ($9,799), the Ducati Monster, Kawasaki Z900 ($9,399), Triumph Street Triple 765 R ($9,995), or even KTMs; there’s the KTM 790 Duke ($9,199) and 890 Duke R ($12,949).

That said, the growing popularity of retro motorcycles has spawned a large selection of modern, yet classically styled, machines. Examples include the Triumph Speed Twin 1200 ($12,895), Honda CB1000R Black Edition ($12,999), Kawasaki Z900RS ($11,949), and the BMW R nineT ($15,945).

Not only is the XSR900 less expensive than all of those models, it’s also better equipped with cruise control, a quickshifter, and full-LED lighting. It also has more advanced IMU-managed rider aids.

Almost every part of Yamaha’s 890cc three-cylinder engine was revamped in 2021, from the pistons and connecting rods to the crankshaft, camshafts, and crankcase. Ultimately, that’s the engine Yamaha would use in the XSR900 starting in 2022. (Yamaha/)

Powertrain: Engine, Transmission, and Performance

Yamaha increased the capacity of its CP3 crossplane inline-triple as part of the 2022 model update, increasing displacement from 849cc to 890cc via a 3mm-longer stroke, now 62.1mm, while using the same 78.0mm bore. On Cycle World’s Dynojet 250i dynamometer, the updated XSR produced 106 hp at 10,000 rpm and 63.5 lb.-ft. of torque at 7,000 rpm.

While performance improvements are modest, Yamaha went to great lengths to achieve them. Yamaha managed to leave external engine dimensions unchanged by increasing the crankshaft throw and using 1.5mm-shorter titanium fracture-split connecting rods. Crankshaft inertia was increased by 6 percent through this change. Those shorter con-rods are pinned to 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.

An 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 was reduced by 15 percent to facilitate more complete cylinder filling for more stable combustion.

We’ve never complained about power or really wanted more of it from Yamaha’s CP3 engine, but we’ll take it. The difference is not astounding or even easily noticeable, but snapping the throttle open rewards the rider with spirited acceleration and a wonderfully sonorous growl from the crossplane crank engine accompanied by a wicked howl from the newly shaped intakes. Toeing up on the two-way quickshifter and grabbing another gear produces a pop from the now-3-pounds-lighter underslung muffler as power is cut for a split second during the change. It all sounds and feels great.

Three percent taller gear ratios smooth out power delivery and greatly reduces the snatchy throttle response that previously plagued all CP3-powered models. Now, that’s all but gone. It’s one of the greatest improvements to this new model. No longer does the bike lurch fore and aft while trying to maintain a steady throttle opening. Only at very low speeds in town at rpm below 3,000 is any jerkiness noticeable. And even then, it’s slight.

The XSR900 shares most of its chassis with the MT-09 but uses a bespoke subframe, a longer swingarm, and lower steering head. It also uses Yamaha’s spin-forged wheels. (Yamaha/)

Chassis/Handling

As well as the new engine, the latest XSR900 gets the cast alloy Deltabox frame from the MT-09, with varying wall thickness to help get the best mix of weight, flex, and rigidity. It also uses the same spin-forged wheels that first arrived on the MT-09, reducing both rotating and unsprung mass for a boost in performance and handling. The bike is lighter than its predecessor, with a measured curb weight of 428 pounds.

The chassis isn’t a direct carryover from the MT-09, however. For the XSR900, Yamaha has added a much longer swingarm to the mix, increasing the wheelbase from 56.7 inches to 58.9 inches, while the overall length is up from 81.7 inches to 84.8 inches. Above the new swingarm sits a subframe that’s designed specifically for the XSR900. The steering head was lowered 30mm in 2022 to increase front end feel.

These changes, plus a 39mm-shorter fork, completely transformed the XSR900′s handling. It’s now more stable, less prone to dive and wheelie, and less nervous overall. With this comes a change to the XSR900′s character—it’s less playful than before. The lowered head tube and longer swingarm keep the front tire closer to the tarmac under hard acceleration, and wheelies are now a deliberate decision rather than a routine accident.

All is not perfect with the suspension and chassis, however. While the fork is adjustable for preload, compression, and rebound, the XSR lacks compression damping adjustment on the shock. And this is a place where it needs more; big bumps cause the rear travel to blow through the compression damping. And when this happens midcorner, you begin to scrape the footpeg feelers much sooner than you’d expect. Then comes a slightly too quick rebound. The bike doesn’t become unstable, but it forces you to dial back the aggression.

Radially mounted Brembo master cylinder improves braking performance. (Yamaha/)

Brakes

The XSR900 uses dual four-piston calipers and 298mm rotors in the front, and a single 245mm disc and single-piston caliper in the rear. Cornering ABS is standard and has two modes: BC-1 is standard ABS, not utilizing the IMU data, and BC-2 adds lean sensitivity and modulation as the bike leans.

Our testers found that the ABS intervention threshold is low; even if you do trigger the system, the front lever pressure stays firm with just slight feedback. The rear ABS is slightly less refined, and you can lock the rear tire for just a split second before the lever becomes mushy and the ABS does its thing. The addition of a radial Brembo master cylinder is very welcome. Initial bite is strong, but not light-switch quick like the previous XSR. Power and feel are also top-notch.

Fuel Economy and Real-World MPG

The XSR900 achieved an average of 45.8 mpg in testing.

Rider and passenger seat aren’t the most comfortable places to perch for long rides, but look cool. Retro details like Dzus fittings beneath the seat are a nice touch. (Adam Campbell/)

Ergonomics: Comfort and Utility

The XSR900 has sporty-standard ergos. Footpegs are adjustable 14mm up and 4mm back by moving the brackets to the upper mounting holes, which 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.

The addition of cruise control as standard is a boon and we wish other manufacturers would follow suit. LED lighting, a 3.5-inch TFT dash that’s small but effective, and an up/down quickshifter add more value and convenience.

A 3.5-inch TFT dash feels small but is overall easy to read at a glance. (Adam Campbell/)

Electronics

The XSR900 uses a YZF-R1-derived IMU that opens the door to a surprisingly expansive electronic rider-aid package. This includes Yamaha’s Traction Control System (TCS), Slide Control System (SCS), Lift Control System (LIF), and Brake Control (BC). Each can be adjusted for different levels of intervention or turned off completely depending on rider preference. There are also four ride modes to choose from, and throttle sharpness will vary in each mode.

Traction control engagement is smooth and hardly noticeable, and simply keeps the bike moving forward or around the corner without any hard cuts. TCS-2 (there are three settings) is more aggressive, but still seamless. The lift control feature does its job to bring the tire back to the pavement in a light and controlled manner, but the bike is more fun with lift set to off.

In general, the XSR900′s electronics package is exceptional for a motorcycle of this category.

Warranty and Maintenance Coverage

The XSR900 has a one-year limited factory warranty.

Quality

Yamaha’s reliability and large dealer network should make for a happy ownership experience. The XSR900 has plenty of nice detailing touches, like machined headlight stays and a forged brake pedal, all of which increase pride of ownership.

2023 Yamaha XSR900 Specs

MSRP:	$10,199
Engine:	DOHC, liquid-cooled, inline three-cylinder; 12 valves
Displacement:	890cc
Bore x Stroke:	78.0 x 62.1mm
Compression Ratio:	11.5:1
Transmission/Final Drive:	6-speed/chain
Cycle World Measured Horsepower:	106 hp @ 10,000 rpm
Cycle World Measured Torque:	63.5 lb.-ft. @ 7,000 rpm
Fuel System:	Fuel injection w/ YCC-T
Clutch:	Wet, multiplate. slipper/assist; cable actuated
Engine Management/Ignition:	Transistor-controlled ignition
Frame:	Control-filled die-cast aluminum
Front Suspension:	KYB 41mm USD fork; fully adjustable, 5.1 in. travel
Rear Suspension:	KYB monoshock, preload and rebound adjustable; 5.4 in. travel
Front Brake:	4-piston calipers, dual 298mm discs w/ ABS
Rear Brake:	1-piston caliper, 245mm disc w/ ABS
Wheels, Front/Rear:	Spin-forged 10-spoke aluminum
Tires, Front/Rear:	Bridgestone Battlax Hypersport S22; 120/70ZR-17 / 180/55ZR-17
Rake/Trail:	25.0°/4.3 in.
Wheelbase:	58.9 in.
Ground Clearance:	5.5 in.
Seat Height:	31.9 in.
Fuel Capacity:	3.7 gal.
Cycle World Average MPG:	45.8 mpg
Cycle World Measured Wet Weight:	428 lb.
Contact:	yamahamotorsports.com

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