Tuesday 21st April 2015

2015 Yamaha YZF-R3: PH2 Review

Just like an R1... only smaller and missing a few cylinders

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"The supersport market is significant again." These words, spoken confidently by a Yamaha man at the R3 press conference, will bring joy to many riders' hearts. During the recession, sportsbikes had it quite hard, but this now appears a thing of the past. OK, the supersport 600 market is still pretty stagnant, but just this year we have seen the brand new Yamaha YZF-R1, updated BMW S1000RR and Ducati 1299 Panigale as well as the Kawasaki H2 all released. Yamaha actually says that behind the MT family, supersports are its next best selling range. However there are a few issues - price, insurance, the usual aspects that mean few riders over a certain age can afford a new sportsbike. Thanks to Asia, help is at hand.

Like an R1 in miniature

Asian influence
The growing Asian markets has created a new class of sportsbike that, conveniently, fits in with Europe's confusing new licence scheme. Machines such as the Kawasaki Ninja 300, KTM RC 390 and Honda CBR300R are seen in these sectors as a superbike and that spells big money to the manufacturers. Hence we have we have recently seen the influx of this cool new breed of sportsbike and now Yamaha has got in on the action with the new YZF-R3.

Parallel power
Confusingly, the R3 has a 320 logo on its fairing and is actually 321cc, but we will brush over this for now. And the fact it is a 250 in Asia! It is powered by a brand new parallel twin dohc engine that makes a claimed 42hp with 22lb ft of torque, thanks to technology borrowed from other R-series bikes. The motor has a 180-degree crank with a balancer shaft, downdraft intakes and off-set cylinders inside which run forged aluminum pistons on a DiASil coating. Pretty trick considering the bike costs £4,799. Although there are budgetary concessions. Unlike the YZF-R125 the forks are conventional rather than inverted, the frame a steel tube rather than a steel beam and the brakes, although ABS, are sliding calipers rather than radial. But overall, you have to say the R3 is a bit of a looker. And at a quick glance it could be an R1. If you squint...

You can't see it but Jon is smiling. A lot.

While at a passing glance the R3 could be mistaken for an R1, once the engine is fired up you are left in no doubt. Despite certainly not being too farty, it's not an R1 crossplane. While that's no surprise, what will make you raise an eyebrow is its performance. We aren't talking supersport levels of go here, but the R3 is actually really good fun to ride. The throttle response has been tailored to be nice and progressive, the engine is super smooth with a pleasing vibration near the top end and it's very sprightly. I saw over 100mph on the clock and had a few revs to go, which isn't bad at all. It's more than capable of keeping up with traffic and overtaking cars with no terrifying 'is there enough power?' overtake moments. Add to this a light clutch, slick gearbox and on the road it's a very pleasant bike. Those restricted to an A2-licence, or just looking for a relaxing, light and fun bike with a low seat height will love the R3. Even more so when they start to explore its handing potential.

Giggle factory
Yamaha let us loose both on the road and track at the R3's launch and I was really surprised how competent it was at both disciplines. On the road the soft suspension made for a very relaxed ride while the chassis gave a great deal of confidence in the front end. When I felt like being an idiot I could get my knee down, but generally I just enjoyed the Yamaha's nimble handling through the Spanish bends. At over six feet I was worried about being cramped, but the R3 has that 'big bike' feel Yamaha pioneered in the YZF-R125 and I was really comfortable. Then we hit the track.

Bar spongy brakes it's very good here

To be honest, I thought a spell on track would overwhelm the R3. How wrong you can be... OK, the two-piston sliding calipers felt a little spongy when pushed hard (the lever's span is unadjustable), but the ABS was excellent and the suspension very competent. Despite lacking adjustment aside from shock spring preload, and being very soft as standard, the R3's bouncy bits weren't too bouncy. We did two 20-minute track sessions where the Yamaha was basically thrashed to within an inch of its life and I don't remember giggling or enjoying a track session that much for years. There is no denying it was a bit soft under braking, but what you do expect? Yes, the R1 and R1M are impressive, but there is a certain joy in hammering the crap out of a small bike and feeling like you are a Moto3 rider. Just a few stone heavier...

Price point
As a Yamaha man also said, "price doesn't matter anymore, it's monthly payments." Well the R3 is £4,799, but for £79 a month for 36 months on PCP after a £1,104 deposit and £1968 final payment it can also be yours. You can't argue with £79 a month, can you?

Some A2 riders will take the option of restricting a bigger bike, and fair play to them it's probably a better long term plan. But if you want a great looking, light machine that is fun and certainly not intimidating, then the R3 is a better buy than the Ninja as well as cheaper and more practical than the KTM. It's probably not quite as adept as the KTM when you are going bananas, but ultimately that's not really what the bike is about and it would be hard to split them without riding them back-to-back. However, I suspect the Yamaha will sell better in the UK thanks to Yamaha's dealer network.

Quick vid here.

 

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2015 YAMAHA YZF-R3
Engine: 321cc, parallel twin, liquid-cooled, 8v, DOHC
Power (hp): 42@10,750rpm
Torque (lb ft): 22@9,000rpm
Top speed: 110mph (est)
Weight: 169kg (wet)
MPG: 70 (est)
Price: £4,799

[V8 FOU]

Just goes to prove that you don't need huge power for good fun. The low eight must make for a very flickable bike too.

[matt1269]

Looks pretty good. I'll be deciding between this and other similar power bikes such as the Duke 390 when I eventually take my bike test, 600cc and above just doesn't appeal too much to me (Still finding my 125 fast enough!)

[MisterF]

There's no substitute for CCs...

[.blue]

This reads like a sponsored article.

Why is the R3 better than the Ninja 300? A passing comment like that needs something to back it up...

[MrOrange]

When I started out biking 42 horses, 170kgs and knee-down would have seemed epic. How times move on. If it brings a new, younger audience into biking then what's not to like - for less money than a night out and and a dose of ket!

[Baryonyx]

Quite a cool looking machine, it'd be interesting to play around on for an afternoon.

[NITO]

So in real terms its almost equivalent to a full power 2 stroke 125, which is nice with added reliability.

This should become the new 17yr old legal class and 4 stroke 125's should be legal for 16 year olds instead of 50cc's and the ridiculous 28mph limit which any rider would surely attest to being just plain dangerous!

I'd like to see Aprilia join the party with a 395cc, a bit lighter circa 135kg and 50bhp! The old 400cc class was great, nice to see some lighter bikes again. I loved my old RS125, that chassis with a 400-500cc 4 stroke engine would be great.

[NXXN]

I wish these A2 bikes were more exotic, like the 90's grey bikes. It's just dressed-up basic third-world stuff now.

[NITO]

^^^ couldn't agree more, bring back the special 400cc class. that R3 looks like an overated, overweight, expensive slice of mediocrity. No passion has gone into the design of it whatsoever. As you say, rehashed third world stuff. Hopefully enough people buy them to make the class viable!! Yamaha could do so much better if they tried.

[SteveSteveson]

NXXN said:

I wish these A2 bikes were more exotic, like the 90's grey bikes. It's just dressed-up basic third-world stuff now.

If only they would. I don't see how it would be that difficult. They have the expensive bits done, the chassis and the engine on these bikes would be a good enough base. Give them a decent going over looking for performance rather than cost, swapping the suspension out for something from Ohlins, front end from the 600 (with springs and damping adjusted for the weight), along with a few other parts from the 600 range (rear sets, instruments etc). If would love to see a less sit up and beg ride, 60-75bhp and enough CC's to badge them 400's without too much cost.

If they can get it in the £7k-£8k range (More than these but a good chunk less than 600's, but with enough of the tech from the 600-1000cc's to justify the extra price) and badge it a 400 I would not be surprised to see them sell well to shorter riders (the ones buying all the old 400's at the moment), people who lusted after one as a kid and those who want something that is enjoyable without risking instaban speeds too quickly. I would putting my name down instantly.

[oobie38]

Wow. Look how far we've come.

... wanders off to gaze at LC's.

[matsoc]

I don't get these kind 3rd world bikes, they come here expensive and still slow but given the complex system of driving licenses they may have some sale success...

[zerovira]

It is the ideal bike for the A2 license. IFIRC it is almost on the power to weight limit, it is as fast or faster than anything you can ride with the license and has very good looks.

I've already chosen a restriced old fzs 600 to start my motorbike education, but I think this is a good bike for sensible money, more or less.


I totally agree with the comments of bringing back a 400cc class. I would pick a 400cc sportsbike, circa 140kg and 70hp as my main bike in two years (with the A license). I do not feel I need more than doubling the 40 something hp my restricted bike has, but I would be very thankful stripping out some weight from it. I would really consider the possibility of buying new a bike with these numbers, and I am not a "buy it new" guy at all. A 600cc sporstbike is simply too much nowadays to enjoy on the road, and I only plan to go to the track very, very scarcely.

[Kawasicki]

zerovira said:

It is the ideal bike for the A2 license. IFIRC it is almost on the power to weight limit, it is as fast or faster than anything you can ride with the license and has very good looks.

I've already chosen a restriced old fzs 600 to start my motorbike education, but I think this is a good bike for sensible money, more or less.


I totally agree with the comments of bringing back a 400cc class. I would pick a 400cc sportsbike, circa 140kg and 70hp as my main bike in two years (with the A license). I do not feel I need more than doubling the 40 something hp my restricted bike has, but I would be very thankful stripping out some weight from it. I would really consider the possibility of buying new a bike with these numbers, and I am not a "buy it new" guy at all. A 600cc sporstbike is simply too much nowadays to enjoy on the road, and I only plan to go to the track very, very scarcely.

I'm not sure you could ever buy a 400cc sports bike that weighed circa 140kg.
I had a zxr400 with about 62bhp at the rear wheel, I agree with you that it was more than quick enough for the road, but only if you are light. It was also not a bike to buy if you like relaxed progress. I loved it.

[anonymous-user]

oobie38 said:

Wow. Look how far we've come.

... wanders off to gaze at LC's.

Exactly. Lots of plastic the dullest of dull engine configurations and a monster price tag...you want 40-60 HP...

[anonymous-user]

NXXN said:

I have always thought the FZR was one of the best looking 400's ever made, ripe for a modern 600 engine. 80's and 90's bikes are just going to keep on going up in value, more character and way more accessible performance.

[Walter Sobchak]

NXXN said:

I wish these A2 bikes were more exotic, like the 90's grey bikes. It's just dressed-up basic third-world stuff now.

Your post has made me miss my RVF400!.

On the R3, conventional forks?,why?.

[anonymous-user]

Walter Sobchak said:

Your post has made me miss my RVF400!.

On the R3, conventional forks?,why?.

Common fork legs from the parts bin.

[NITO]

So to be compliant with new A2 regs which would be a big market for this type of bike, A2 is 47bhp max or bike restricted down to 47bhp but not more than 94bhp in its unrestricted form. Power to weight ratio must not be more than 0.26kg/bhp. So a 47/175 kg is the upper side of 0.26 making the weight need to be 175kg.

So it would be nice to have say a 70bhp bike (400cc-500cc) that is sold restricted nicely to 47bhp and weighs 175kg (wet) so 20kg could be fuel capacity so dry 155kg with the heavyish exhaust and lead acid battery. Then they cash in on a de-catted option exhaust, Li-ion battery and fuel controller which raises output to unrestricted level and drops the weight 10kg down to 145kg dry!! About the same as an RS250. The RS250 achieved that without lightweight wheels, bodywork, forks etc so hopefully plenty to offset the heavier engine?

Alternatively get a 126kg dry old school Aprilia RS125 and stock up on big bore 175cc kits for nigh on 40bhp of mega fun on an A2 (since the 250 power to weight wouldn't qualify on A2 with 0.38 power/weight ratio)!

I guess most of the old school 400's would fall foul of power/weight for A2 also at around 0.35

[NITO]

Alternatively, bring the weight down to as low as possible and restrict the power below 47bhp to maintain the power to weight ratio, with an optional de restriction kit!!