It clicks at first glance: like the XT back then – this is exactly what Yamaha wants as soon as someone stands in front of the XSR 700 XTribute. White fenders, gold anodized rims, aluminum fuel tank with black top and red pinstripes. The iconic look of the legendary single-cylinder enduro has burned itself into those born between 1950 and 1970, just like the silhouette of the Porsche 911. Built from 1976 to 1989, the slim XT 500 has been haunting the backs of everyone’s mind for decades who are looking for something really cool for every day .
Whether the XSR 700 lives up to this claim in purely visual terms is open to debate. Since its debut in 2015, opinions have differed on the design language of the MT-07 offshoot. For some it is too modern to be an authentic scrambler or even a retro bike. Others are bothered by the proportions of the tank and technology and the seemingly random placement of components such as the cooler, manifold and lines. And then there are people who say: finally something independent. Or, more neutral: you don’t see it every day. Especially not as a special model XTribute.
Technically, the XSR 700 is beyond any doubt: Yamaha’s CP2 all-purpose weapon works between the wheels with Euro 5-compliant 73 hp and 67 Newton meters of torque. The uncomplicated twin is also used in the 700 models MT-07, Tracer 7 GT and R7 as well as all three Ténéré 700 versions. Driving dynamics, controllability, manufacturing quality – all top notch in Yamaha’s mid-range series and much and often praised by the international trade press. Like its siblings, the XSR 700 is happily motivated when it comes to the gas. The CP2 presses in every situation. The transmission is finely graded, the gears engage precisely, a light pull on the clutch lever is enough. The brake system also does its job perfectly. With the last model year change, the two front brake discs increased from 282 millimeters to 298 millimeters.
200 km/h top is in the papers. With today’s fuel prices, very few will try to conjure up the high-speed brand all too often on the small round display. Full throttle always means full thirst. The manufacturer’s specification of 4.3 liters per 100 kilometers quickly becomes waste. In everyday life, it is quite good for that. With a more sporty drive, we averaged around 4.8 liters. The XSR pulls through extremely joyfully up to 100, 120 km/h. From a speed of 140, naked bikes without any wind protection are naturally only for the tougher riders. Crouched flat on the wide tank, the XTribute marches on cheerfully.
On the chassis side, high speeds are no hurdle for the 700 anyway. Telescopic forks and shock absorbers ensure sufficient comfort and stability. The wide handlebars – with the XTribute with a cross brace in the XT enduro style – ensure a safe feeling. The flat seat is rather hard. The seat height of the XTribute is 855 millimeters. That’s two centimeters more than the production version, which has a more fitted double bench. The weight of the Hommage bike is also slightly higher: the XTribute weighs 190 kilograms with a full tank, the standard version weighs two kilograms less, which is partly due to the different tires. The XTribute’s factory-fitted Pirelli MT 60 RS fall into the heavily profiled road tire category.
The grip is extremely good on asphalt, and the tires inspire confidence even in the wet. However, they quickly reach their limits on mud and other soft surfaces. As a representative of the scrambler guild, the XTribute does not have any real off-road ambitions anyway. 140 millimeters of ground clearance are enough for easy running, nothing more. Even 130 millimeters of spring travel at the front and rear is really not the world. For comparison: The front wheel of the XT 500 was allowed to dip 195 millimeters deep, the Ténéré 700 brings it to 210 to 230 millimeters at the front and 200 to 220 millimeters at the rear, depending on the model. This shows that the XSR 700, as part of Yamaha’s “Sport Heritage” family, is more of a type of two-wheeled SUV. Robust look, clear load capacity.
Yamaha saves on technical frills in this class: All 700 models only have the legally required ABS on board. The CP2 family doesn’t need traction control, traction control, driving modes and whatever else there is. This is about pure driving, uncomplicated and unfiltered. And that’s good. A hearty 89 dB(A) stationary noise, gentle 73 dB(A) driving noise, rocking acceleration anthem – the sound of the XSR 700 XTribute we drove is appealing, especially with the optional Akrapovic tailpipe.
The new headlight works with modern LED technology and therefore illuminates the road brighter and more homogeneously than the likeable stovepipe of the previous year. The shape of the headlight housing is now significantly more compact as part of the facelift. The indicators have also been replaced: instead of classic briquettes, modern LED elements are now being used. Yamaha has moved the round instrument from right to left. In addition, there is now a toggle switch on the left handlebar switch for hopping through the menu. This makes it a lot easier to use. With the predecessor, two buttons on the instrument had to be used for this – which only worked crosswise when driving with the left hand, should the right hand continue to accelerate.
Yamaha desires an additional charge of 700 euros for the XT look. Not just a little. Judging by the fact that you get a completely different hook for talking shop about the XSR 700 (from 8574 euros), money well spent. (Ralf Bielefeldt/cen)
Daten Honda XSR 700 XTribute
Drivetrain: R2, 689cc, liquid-cooled, chain, 6 speed
Power: 54 kW / 73 hp at 8750 rpm
Max. torque: 67 Nm at 6500 rpm
Top speed: 200 km/h
Acceleration 0-100 km/h: not specified
Tank capacity: 14 liters
Seat height: 855mm
Weight (ready to drive): 190 kg
Standard consumption: 4.3 l/100 km
CO2 emissions: 100 g/km
Test consumption: 4.8 l/100 km
Tires: 120/70 ZR 17 (front), 180/55 ZR 17 (rear)
Price: from 9274 euros