New Color] Exclusive Frame and Suspension! Yamaha XSR900 GP now available in "US Inter Color

Based on Yamaha's XSR900 sports heritage model equipped with an inline 3-cylinder 888cc engine, the XSR900 GP was released with styling inspired by the YZR500, a World Grand Prix factory machine from the 1980s. The yellow color called "US Intercolor" was newly added to the lineup! Text: Hiroyasu Ogawa Photos: Yuko Koizumi

Every detail has been changed with a focus on reproducibility.

Based on the concept of "the embodiment of Yamaha racing history," the XSR900 GP is equipped with exterior parts that pay homage to the YZR500 factory machine of the 80's. The upper cowl stays are made of round pipe and equipped with beta pins. The TFT instrument panel has an analog-style display, and the tachometer can also be used to display a tachometer. The new yellow color added to the lineup is called "US Intercolor," which was used on the models that were active in the American racing scene in the 1970s and 1980s. The change from white, which will continue to be sold, is a change from the original white. The main frame, swingarm, front suspension outer tube, brake and clutch levers, and steps are all black, the rear suspension spring is yellow, and the wheels are gold. The rear suspension springs are yellow, and the wheels are gold. The XSR900 GP's engine is a cross-plane concept parallel three-cylinder called the CP3. It is characterized by its ability to efficiently extract combustion torque produced in the combustion chamber and to achieve a high level of both sporting and environmental performance. The CP3 is equipped with the Yamaha Ride Control (YRC) system, which allows the rider to adjust the characteristics in five modes: SPORT, STREET, RAIN, and CUSTOM (two modes can be set), which can be adjusted to the rider's preference. This YRC works in conjunction with the 6-axis IMU to control machine behavior during riding, including traction control that reflects bank angle, a slide control system that supports turning, a lift control system that reduces front wheel lift, and brake control that detects skidding during banking and controls brake pressure. The CUSTOM mode supports the rider by controlling the machine's behavior during driving. The CUSTOM mode allows the rider to set the level of these interventions. In addition, a quick-shift system for shifting up and down, an assist and slipper clutch to reduce excess torque during deceleration, cruise control that can be set to third gear or higher at speeds from approximately 40 km/h, and a navigation function that can be used in conjunction with a smartphone are just some of the features that make this a works machine from the past. The latest electronic control functions are incorporated in the styling that recreates the works machines of yesteryear, supporting the rider's safe and comfortable ride.

Check out the XSR900 GP's footprint.

The "YRC" is both fun to drive and easy to ride.

The XSR900 GP, with styling reminiscent of the factory machines of yesteryear, offers a sporty ride, but with the latest YRC electronic control system that changes engine characteristics and controls the machine's behavior while riding, it has become a machine that is easy to ride for a wide range of riders. The YRC system, which changes the engine characteristics and controls the machine's behavior during driving, makes the machine easy to ride for a wide range of riders. As mentioned earlier, YRC has three modes (SPORT/STREET/RAIN), and changing these modes changes the engine characteristics; the XSR900 GP's engine delivers tenacious torque from idle (approximately 1400 rpm as seen by the meter), and the assist and The YRC mode change is most noticeable in the area where the throttle is opened from there. In SPORT mode, the throttle response is sharp and the engine speed rises quickly, giving the driver the feeling of high throttle operation. The engine has a good feeling of being in the power band throughout the entire range, and the exhaust sound is pleasant, making this mode the perfect way to enjoy the CP3's inherent sporty performance. On the other hand, the large torque fluctuations can cause the machine to behave jerkily, and it is true that we felt the car was too fast on city streets. In STREET mode, the torque is still strong from 2500 rpm, but the throttle response is less sharp and the engine rpm rises a little slower. However, acceleration power is more than sufficient, and the machine's behavior in response to throttle operation is easy to predict, making this mode easy to use in a wide range of situations. In RAIN mode, the throttle response is mild and the engine rpm rises slowly, and while a large amount of torque starts to build up from 3000 rpm, the torque fluctuation from that point is small and the machine behavior is not jerky. This mode provides a sense of stability even in the rain or when the driver is fatigued. By being able to change between these three modes and the Custom mode, the XSR900 GP's ride quality can be tailored to traffic and road conditions, the rider's situation and preferences, and this can be felt as ease of riding.

As a sports tourer, it can also enjoy touring.

In addition to the YRC, another factor that makes it easy to ride is the riding position: the XSR900 GP has a separate handlebar, which makes it lean more forward than the XSR900 and MT-09 with the same type of engine. However, the grip position of the separate handlebars is set higher, so the forward lean is not as severe as one might expect from the racy styling, and the forward lean is not as deep as on the YZF-R9. Personally, I feel that the XSR900, on which the MT-09 is based, is a scrambler-like big bike, while the MT-09 is a streetfighter with handling that brings out a sporty ride by allowing the rider to actively shift the load, and the XSR900 GP is sportier than the XSR900, but the MT-09 I had the impression that the chassis did not react as quick as the MT-09. Then came the supersport YZF-R9, with sharper handling and more circuit-ready performance, which I thought made the XSR900 GP's sports tourer-like rideability even clearer. The handling is calm and composed, with a shallow forward lean and a riding position that naturally places the load on the front, and the front and rear suspensions absorb shocks smoothly from the outset to provide a flat ride. The ground contact between the front and rear wheels is easy to recognize, the chassis is highly stable, and the cowl provides high wind protection. The seat has ample front and rear length for a high degree of freedom in seating position, allowing the rider to actively apply front load or pull back to alleviate pain in the buttocks. These features are optimized for sport touring, such as cruising comfortably on highways and enjoying cornering on winding roads on the way to the destination. In addition, the latest features, such as cruise control that can be set in 3rd gear at 40 km/h or higher, a navigation function that can be used in conjunction with a smartphone, and a quick-shift system that eliminates clutch operation, support riders when touring or driving in urban areas. However, while the visibility of the bar-end mirrors itself is not bad, the larger viewpoint shift made it uncomfortable at the beginning of the ride. The XSR900 GP is styled to replicate the factory machines of yesteryear, but with the latest electronic controls and modern rideability. If you find this styling intriguing, I urge you to test ride it. If you are intrigued by the styling, we invite you to test ride the XSR900 GP and experience the unique appeal of a bike that is both racy in feel and friendly in ride. And for those who admired the YZR500 or said "If only there was a US Intercolor, I'd like to give a big push to ......" when the XSR900 GP first appeared on the market, because that is exactly what the machine is now.

Yamaha XSR900 GP main specifications

Overall Length x Width x Height: 2160 x 690 x 1180mm ・Wheelbase: 1500mm ・Curb Weight: 200kg ・Engine: Liquid-cooled 4-stroke DOHC 4-valve inline 3-cylinder 888cc ・Max output: 88kW (120PS)/10000rpm ・Max torque: 93N-m (9.5kgf-m)/ Fuel tank capacity: 14 liters - Transmission: 6-speed return - Brakes: F=double disc, R=single disc - Tires: F=120/70-17, R=180/55-17 - Price: 1,463,000 yen  (20)

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