Yamaha XSR900GP (2024 – ) review

The GP is a ‘road sports’ version of the XSR900, giving the already effective retro roadster a dose of attitude, more involving handling and a stunning visual makeover inspired by Yamaha’s golden GP era of the 80s and 90s. It succeeds on all counts. The styling is mouth-watering, the attention to detail exquisite, the performance and handling beyond criticism and its equipment has been uprated over that of the standard XSR, too. The GP is so good we were tempted to give it a full five stars here. But if the devil is in the details some of them jar slightly, the blend of inspiration like the 1983 TZ250 style seat and 1988 YZR500 fairing all well and good but perhaps not gelling as they might while exposed wiring on the bars and a redundant Tracer fairing bracket around the headstock are a little annoying. Nit-picking perhaps, but evidence even the GP isn’t totally perfect.

As a sportier version of the XSR900, the GP’s riding position is inevitably more extreme. The bars are 93mm forward and 114mm lower while the seat is 27mm taller and a little further forward, the pegs 26mm both up and back. That all also adds up to a completely natural sporting gait for your six-foot tester, which at speed draws you in and makes you feel more involved. Shorter riders reported it being a bit of a stretch, though. Inevitably in prolonged traffic or city use it also becomes a pain on your wrists, but it’s also entirely what you’d expect.

The XSR900GP may be very much a road-focused bike based on the retro XSR900, which in turn is a variant of the MT-09 roadster. It’s still a sportster, though, which inevitably takes a little off its ability as a practical all-rounder. No, it’s not too extreme to put you off motorways and it’s also reasonable enough around town even if the trendy bar-end mirrors mean it’s a little less lithe than it might be. But there’s also little room for a pillion or luggage, though in fairness it’s intended more as a good times Sunday afternoon ride and too precious to use day-in, day-out, year-round as a commuter.

The XSR900GP may draw crowds with its looks but the real star, even above the styling, is the sublime three-cylinder engine. Identical to the latest, more refined version of the legendary CP3 cross-plane crank triple in the 2024 MT-09 it does it all. There’s stacks of easy torque through towns, it will thrill with its wail all the way up to its 119 horsepower peak in whichever of the three standard or two customisable riding modes you’re in and, thanks to clever aural engineering, intoxicate your eardrums along the way. On top of that there’s a slick quickshifter/auto-blipper and, while the brakes are unchanged, they’re more than sufficient and ably aided by cornering ABS.

Given the ingredients it’s little surprise the ride quality is as impressive as it is. To put that into context the GP is essentially a mix of the swingarm and tank from the XSR900 with the engine, frame, adjustable suspension and more from the latest MT-09, all topped off with that revised riding position. The result is nigh-on perfect. Fork springs are stiffer thanks to the more forward-set riding position while the rear is softer for a classy ride with sufficiently sharp steering. It all gels so well you’ll not find anything to complain about.

As discussed, the XSR900GP shares roots with the retro XSR900 and MT-09 roadster so, although lively and entertaining, doesn’t have the kind of running costs you’d associate with an exotic, 200 horsepower superbike. It does cost a chunk more than the naked XSR, though, and while its hunger for consumable bits like tyres, brake pads, chains and the rest won’t be excessive the GP will likely be ridden harder than its siblings so will likely cost a little more to run as well as buy.

Although a new model, the XSR900GP is also something of a ‘bitsa’ based on existing mechanicals. So, the engine has a proven track record, likewise the chassis. Its new dash and switchgear have already been seen on the latest MT-09 and were, in turn, developed out of similar on the Tracer 9 so any snags should already have been addressed. Yes, the fairing and bodywork is new, the riding position revised and so on, but none of that is likely to affect its reliability.

Again, the new XSR900GP is a development of tried and tested Yamaha fare and a member of the hugely popular and successful MT-09 family so service requirements are broadly familiar, with regular checks recommended annually or every 6,000 miles, whichever comes first. Warranty-wise, the GP comes with Yamaha’s usual manufacturer-backed warranty covering all parts and labour, which lasts for two years with unlimited mileage.

The GP has lots of nice detailing. Compared to the stock XSR the suspension has been revised and is now fully adjustable front and rear. There is a new remote front brake master cylinder and it gets the latest quickshifter from the new MT-09. The new, larger 5-inch TFT dash is from the same and comes complete with dedicated GP ‘theme’ and much improved switchgear, there also being the three regular rider modes and two configurable ones mentioned previously. Quality and attention to detail exceed expectations, too. Racer ‘R’ clips hold the cowling, Dzus fasteners mean the bodywork can be removed without tools, the yellow race number boards inspired the 1983 TZ250 (think Alan Carter’s French GP winner) inspired seat are removeable … the list goes on.

If we’re being fussy the new indicator rocker on the switchgear takes some getting used to, that exposed wiring around the handlebar is ugly and – geekery alert – we’d rather have a YZR500 style seat. Overall, though, the GP is brilliantly executed, has one of the best (if not THE best) road engine and chassis combinations in the business and is just a superb ‘feelgood’ bike. If you want a street sportster that’s as enjoyable to look at as it is ride, you won’t go wrong.