Motorcycle specifications YamahaXSR 900 2025 Like a pack of cigarettes

In turn, the XSR 900 abandons the small 3.5-inch TFT screen for a more serious 5-inch version. Connected, benefiting from 3 display themes, it accompanies the few 2025 changes of the neo-retro Yamaha. These concern Euro5+ compliance and a new saddle. Just what is needed to stay in the range and revive interest.

it begins with a volatile emotion. Almost the smell of dust on a brand-new wrapping. Grains tickling the nostrils can bring back memories from the depths of the mind. A smell of brakes or a colorful look. And when we saw the 900 XSR, we immediately thought of a veteran taking out his pack of Marlboros to light up an electronic cigarette.

That 's what neo-retro is all about. At Yam, it's the XSR range that carries the nostalgic banner - Sport Heritage segment, Faster Sons family. This has nothing to do with Yard Built, although the 900 has a slight Yard Built influence. It may seem half complicated, half incomprehensible....

In fact, it's a totally unintelligible strategic-marketing dialect. So, let's quickly refocus on the bike itself. Handlebars, engine and grunt in the saddle are far more pleasant than Tolkien-like terms.

Let's face it , the XSR 900 has managed to extend its identity into a new generation, quite different yet still identifiable. The fuel tank has gained strength, air vents and a liter (15 liters) of capacity; the mirrors have moved to the end of the handlebars; the radiator is more discreet; under-seat cladding has replaced the small, pierced aluminum plates; and the seat! Nothing to see anymore. The tapered seat ending in a prominent, round headlight has been transformed into a faux single-seater with backrest. The light is cleverly concealed, and much better than the passenger footrests. Their branches swivel to run back along the rear frame and streamline the styling - an idea already seen on the Ducati Diavel. Except that the Italian manages to completely hide their presence. On the Yam', it looks like DIY.

Cool , the casings are no longer on the sides of the frame. Re-cool, the presence of a sport brake jar gives more allure and dynamism to the driving position. Less cool, the rear mud flap has become visually unbearable with the new seat, while the front mudguard has become commonplace - no more metal brackets.

like yesterday, it's an MT-09 under there. This means quite a few changes on the engine and chassis side, with the distiller taking advantage of its additional 43 cm3 to produce a few more horsepower. 4 more units to offer 119 horsepower once you hit 10,000 rpm. The main winner is torque. It rises from 8.9 mkg to 9.5 mkg, reached much sooner than with the old block. Thanks to the increased displacement and modified internal components: pistons, connecting rods, ACT, injector positioning and exhaust system redesign.
An assisted anti-dribble clutch facilitates lever action and manages torque feedback from the rear wheel.

This engine has always been spirited, even impetuous. The latest version of the MT-09 has shown a slightly softer, less wild face, in favor of a more homogeneous ride. The XSR takes this spirit a step further. The riding position is less aggressive than on the streetfighter, the footpegs can be adjusted to two different heights, and the geometry focuses more on stability. A much longer swingarm increases the wheelbase from 1440 mm to 1495 mm. Quite a lengthening, which could have an impact on the machine's liveliness.

But that's without taking into account the chassis optimizations, especially the SpinForged lightened rims. 700 grams less unsprung weight is a benefit around every bend. The frame, also supplied by the MT-09, is optimized for rigidity. With variable wall thicknesses, a lower steering column and reduced inertia around its axis.
The same goes for the suspension. The transfer between cousins brings a 41 mm Kayaba inverted fork, its shock-mounted counterpart from the same source, multiple adjustments at the front, and a small change, a few mm more travel at the rear (15 mm).

braking remains unchanged at the bottom end. Two 298 mm discs with 4-piston radial calipers. It's the controls that have evolved, with a radial Brembo master cylinder. And let's not forget the ABS, which now comes in two forms. Either standard, or reactive when cornering.
This means there's now an inertial unit on board. So, more effective assistance and certainly more in numbers than on the ex-XSR. Let's make a complete list, with an * when it's new for her.
One wonders how the little 3.5" TFT screen * is going to be able to display the parameters of the whole store: 4 riding modes (* instead of 3), cruise control *, Up&Down shifter *, ABS (cornering *), wheeling control *, traction control (angle-sensitive*) and glide control *.

Modules hidden beneath the steering. Consider the new LED headlight mounted on aluminum plates (more discreet than before). Look at the semi-perforated fork caps, the cut-to-size aluminum top tee, the aluminum under-seat plate (what's the point?), the Zeus quick-release fasteners for the inter-seat-tank panels, the stitching on the seat, the YZR 500 poster... Oops, no - you'll have to look in the old magazines, in the middle, and watch out for the staples.

How far along are we ? ^8thdose, ^12th dose... But no,^3rddose of CP3 engine for 889 cm3 Yamaha models. The improved three-cylinder was first introduced on the MT-09 phase 3, then almost immediately on the Tracer 9. A little time to let the market breathe, and here it is in a largely renewed XSR 900. It benefits from a more pleasant engine, a less boiling-hot chassis and riding position than the MT, a hypnotic replica color scheme and more comprehensive electronics.

M.B- Manufacturer's photos