Yamaha MT-07 2025 Review

My colleague Horvath has already summarized all the innovations and updates for the Yamaha MT-07 2025 here. We also have a video about it. This test report will focus on how these changes translate into everyday riding. The fourth generation has been so fundamentally revamped that we need to highlight the key features: new design, extensive electronics update, two different transmission options, completely new suspension, radial brake calipers at the front, new ergonomics, and Euro5+ adjustments for the well-known CP2 engine.

The MT-07 has been a bestseller for a variety of reasons: since its launch in 2014, it has consistently offered a lot of bike for the money. The main selling point until now has been the inline-twin engine, dubbed CP2 by Yamaha, which delivers torque-focused performance, always finely tuned to put a smile on both beginners' and seasoned riders' faces on the open road. The sound was cheeky, the throttle response, rev-happiness, and power delivery almost flawless. That's how a roadster engine should be—period.

Yamaha also endowed the MT-07 with a solid yet unremarkable chassis. The bike was small and compact, with a suspension (especially the fork) that was somewhat underdamped, leading to significant dive during hard braking, practically bringing the bike to its knees. This was more than adequate for beginners but a bit too soft for the more experienced rider. Yamaha made improvements, but competitors quickly caught up and surpassed the MT-07 in recent years. The Suzuki GSX-8S now sets the benchmark in this class with its harmonious suspension, while the engine crown has gone to the Honda CB 750 Hornet. Moreover, the MT-07 was lacking a modern electronics package.

But here's the good news: Yamaha has addressed all of this in the fourth generation without losing the core identity of the accessible naked bike that appeals to practically everyone.

At the front, a new 41mm USD fork from KYB (non-adjustable) is now in use. It's clamped into a new, lighter aluminum triple clamp (-400 grams), providing significantly better damping and aesthetics. At the bottom end of the fork, two radial calipers from Advics, each with four pistons, grip the unchanged 298mm brake discs. Not only does it look more modern and sporty, but it also rides that way. Kudos to the brakes here: though the disc and pad combination remains unchanged, the braking feel is a tad more precise. Unfortunately, maintenance-free rubber brake lines are still not in use.

Additionally, lightweight Spinforged wheels—a Yamaha patent that allows for lighter wheels without sacrificing strength—are included. The fork now offers significantly more feedback and reserves, doesn't dive as much under braking, and provides hydraulic damping support in every riding situation. The setup is such that even short, sharp jolts are well-compensated without causing handlebar shake. A substantial improvement over all three previous generations. With the front end of the new Yamaha MT-07 now much better and sportier, the main frame had to be adjusted, along with the swingarm and rear suspension (the shock is adjustable in preload and rebound).

Yamaha states that the chassis is overall 13 percent stiffer. You can feel this in every meter of the ride—a good thing. The handling remains unchanged: the bike steers precisely and effortlessly, yet now stays stable and predictable for longer. Alongside the flawless brakes, you can hit every corner entry—slow or fast—spot on. The added stability from the new suspension brings the MT-07 noticeably closer to its bigger sibling, the MT-09.

This is also due to the new, improved, and more rider-active ergonomics: the handlebars are wider and now sit 2.2 centimeters lower. This gives the rider more feedback from the front wheel. The footpegs are placed one centimeter lower, but due to the improved suspension and slightly closer positioning to the frame, they scrape much later than on previous models. This is despite having a more relaxed knee angle—a definite plus for taller riders over 1.75 meters. Combined with the new Dunlop Sportmax Q5A tires, you enjoy the MT-07's simple, predictable handling and wonder why it hasn't always been this way. A truly outstanding improvement—with no downside.

Structurally, not much has changed with the engine: The inline-twin still extracts 73.4 hp (54 kW) at 8,750 rpm and 68 Nm of torque at 6,500 rpm from its 689cc displacement. The good news: Despite the Euro5+ updates, Yamaha's engineers have enhanced the mid-range torque, so you get more grunt earlier. However, during the test ride, this wasn't particularly noticeable, as the CP2 engine of the MT-07 has hardly ever been criticized, and the 2025 model is no exception.

A neat touch from Yamaha: To maintain the sporty sound despite stricter regulations, there are now four slots in the middle tank cover. Beneath these is the "Sound Enhancer," which channels the intake noise to the rider. This works very well during riding, as you constantly hear a potent, bassy twin-cylinder sound while on the MT-07. Yamaha claims a fuel consumption of 4.1 liters per 100 kilometers for the engine. This is achievable only with a more moderate riding style. If you let the CP2 engine rev freely, a bit more fuel will flow through the combustion chambers.

The tank capacity remains at 13 liters, providing a range of around 250 kilometers even with very sporty riding. The new Yamaha MT-07 is also available as a 48 hp (35 kW) A2 variant.

Technically and dynamically, the new Yamaha gearbox Y-AMT (Yamaha Automated Manual Transmission) is the standout innovation. It's a semi-automatic shifting system based on a conventional gearbox but automates the clutch and shifting operations.

At its core is an electronically controlled actuator that operates the clutch and shifting mechanism precisely and swiftly—without the need for a clutch lever. The rider can choose between different modes: Automatic mode (AT mode), where the system fully handles the shifting, similar to a traditional automatic transmission. Manual mode (MT mode) allows the rider to shift up or down via a button on the handlebar—without needing to use a clutch. This is done using Yamaha's so-called See-Saw Switch on the left handlebar unit. There is no clutch or gear lever in this system anymore.

The AT mode includes two sub-modes: D and D+. In D+, the shift logic is sportier. This means the MT-07 shifts up later, allows for higher revving of gears, and downshifts earlier to accommodate riding in lower gears and higher revs, for example, when braking late and aggressively into corners. Y-AMT weighs only 2.8 kilograms and increases the overall wet weight from 183 to 186 kilograms. Y-AMT can be seen as both a comfort and performance feature.

During our test ride in the Spanish countryside of Alicante, where you practically switch from one tight corner to the next, we had the opportunity to thoroughly test the system. Also available is a conventional 6-speed manual transmission, optionally with a quickshifter for clutchless up and downshifts. Unfortunately, we couldn't test the quickshifter.

Y-AMT isn't entirely new; it's already known from its big sister, the MT-09. However, this transmission wasn't previously available for the CP2 engine. With the switch to a new ride-by-wire system for the MT-07 (and all other models with a CP2 engine, such as the Ténéré 700 or Tracer 7), its implementation is now possible. According to Yamaha, the shift time is 0.1 seconds in every riding situation, both up and down.

In manual mode (MT), gear changes are indeed quick. A press on the See-Saw Switch (which is more like a rocker) and bam, the gear is changed. However, it takes a bit of getting used to shifting with the left hand instead of the left foot. Interestingly, downshifting is noticeably smoother than upshifting. When using the system while leaned over, you especially feel a slight jolt when upshifting. It's not bothersome, but a well-tuned quickshifter executes gear changes more smoothly and subtly.

For downshifting, Y-AMT performs at quickshifter level and there are no complaints. The shift speed is entirely sufficient and cannot be faster conventionally. It is somewhat confusing that when going downhill, you should tend to downshift earlier, as you miss some engine braking. Especially with a twin-cylinder, which usually has higher engine braking, this is something that needs to be programmed into the rider's brain.

Switching to D or D+ mode, the MT-07 takes over all shifting and clutch operations entirely automatically. Here, it's noticeable that despite the sporty setup of the D+ mode, a gear that's too high is often selected when going downhill. This means that if you want to maintain throttle through the corners, you'll need to give significantly more gas because the chosen RPM is lower. Here, you can feel the system is more conservative and fuel-saving.

Conveniently, even in automatic mode, the rider can override the system at any time with the paddle, manually downshifting or upshifting. After a certain period (fairly quickly), Y-AMT resumes control of the shifting. Y-AMT is particularly handy in city traffic or on very tight mountain passes when you're tired or just don't feel like shifting. The system skillfully prevents engine stalls, even if you roll into a sharp bend very slowly and cautiously.

This can be a real safety plus for beginners. If you purchase Y-AMT, cruise control is included as standard. For the conventional manual transmission, cruise control is not available, even for an additional cost. So, you need to decide early (at the time of purchase) how important this feature is to you. After the test in Spain, it's safe to say that Y-AMT is absolutely production-ready and will quickly find its fans.

The system isn't perfect yet, especially if you prefer a sportier ride. A fun fact for tech enthusiasts: The gearboxes of Y-AMT and the 6-speed manual transmission are not identical. Y-AMT uses a different gear sequence, namely N-1-2-3-4-5-6. This makes the shift logic simpler. Additionally, Y-AMT doesn't require a parking brake, allowing you to simply park and start the motorcycle in first gear.

Beyond the suspension, transmission, and design, the major model update also extends to the electronics. This is likely to please many enthusiasts, as the MT-07 has been rather spartan in terms of rider assistance systems until now. Thanks to the aforementioned ride-by-wire system, there are now three different riding modes available: Street, Sport, and Custom. These modes differ in power delivery and the settings of the traction control, which is being used on the MT-07 for the first time.

It's important to note that the fourth-generation Yamaha MT-07 does not feature a 6-axis IMU, which means ABS and traction control do not function lean angle-dependent. This feature is reserved for its bigger sibling, the MT-09. However, during our test, ABS and traction control were perfectly calibrated. Unless there's very little grip (like on slick asphalt or wet conditions), the traction control is hardly needed because the linear power delivery of the CP2 engine and the grippy Dunlop tires effectively transfer power to the road in almost every riding situation without slip.

Nevertheless, the traction control is fully deactivatable; you just need to disable TC in a submenu on the 5-inch color TFT display. If you then turn the ignition off and on again, you'll need to repeat the process as the traction control will automatically reactivate. This is a deliberate decision by Yamaha in favor of rider safety. Those who enjoy riding on the rear wheel will need to disable the TC and should opt for the conventional transmission. Then, thanks to the high torque of the MT-07, wheelies become a breeze.

The new headlight design with LED lights strongly mirrors that of its bigger sibling, the MT-09. This similarity extends to the controls, the display, and the overall finish of the bike. Visually, the MT-07 stays true to its roots, but with the USD fork, radial calipers, and the new headlight design, you might need a second glance to distinguish it from the MT-09—especially from the front.

Three colors are available: Ice Storm (a matte gray with light blue wheels), Icon Blue (Yamaha blue with a matte blue mask and fender, and blue wheels), and Tech Black. There is a comprehensive range of original accessories, comprising 96 parts, including 32 new parts for the fourth generation of the MT-07—Akrapovic exhaust included.

In Germany, the Yamaha MT-07 starts at 8,524 euros, with the Y-AMT option costing an additional 500 euros. In Austria, the MT-07 begins at 8,799 euros, with a 600-euro surcharge for Y-AMT. In Switzerland, the MT-07 starts at 8,590 CHF, and with Y-AMT, it costs 8,990 CHF (a 400 CHF surcharge). The models are already available at Yamaha dealers.

Since the Yamaha MT-07 is aimed at attracting younger riders and beginners, we wanted to test affordable motorcycle gear tailored for this target group during the MT-07 test.

The helmet is from Louis' own brand MTR, called S-1 Fiber in matte black. It meets the latest ECE 22.06 standard and is relatively lightweight at around 1.45 kilograms. It features an integrated sun visor, and the clear visor is prepared for a Pinlock anti-fog insert. We also ordered the optional tinted main visor. The helmet stands out for its low price, currently at 149.99 euros, and its very comfortable fit. The interior lining is soft and highly adaptable. While the helmet is appropriately sized for the head, the outer shell is rather compact.

You notice this because there isn't much space between your lips and the chin area. There are two vents (forehead and chin) that are easy to operate even with motorcycle gloves. The forehead vent provides noticeable cooling, while the chin vent is less conspicuous. The ratchet closure is nicely padded, enhancing the overall comfort. A helmet that truly offers an outstanding price-performance ratio.

The jacket is from Vanucci, model RVX-3. It's a textile jacket with a slightly sporty cut, water-repellent, and pleasantly windproof. A warm liner can be removed, and the soft protectors on shoulders and elbows fit well. It handled a multi-hour rain ride in city traffic without letting in moisture. Only the sleeve ends allow some water to seep in. Practical: the ventilation openings on the upper arms for high temperatures in summer. With the liner, the jacket is suitable for the entire season. We also added a thicker back protector. For just under 250 euros, the jacket leaves little to be desired.

The Vanucci VUT-7 motorcycle jeans are currently on sale for 219.97 euros and are particularly comfortable with a motorcycle-friendly cut. The soft hip protectors are large but not obtrusive. The soft knee protectors are a bit fiddly to secure with two Velcro straps, but they are also adjustable in height. The fit is slightly looser than regular jeans of this size, and the pants are a bit longer. This is sensible for motorcyclists, as the knee angle while sitting can otherwise lead to exposed ankles. During the first rain ride, the jeans bled only minimally, which is not uncommon for denim. The workmanship and material thickness are impeccable.

The Vanucci VUB-5 motorcycle shoes were particularly impressive. Thanks to SympaTex, these sporty-looking motorcycle sneakers are pleasantly waterproof and keep feet reliably dry. However, there is no real ventilation, leading to slightly sweaty feet. The fit is normal, neither too tight nor too loose, and the size is similar to sports shoes.

The only drawback with the shoes: They have both a lace closure and a side zipper. Normally, the zippers are meant to avoid untying the shoes every time. However, if tied tighter, the zipper length is insufficient to put on and take off the motorcycle shoes without unlacing. The sole is grippy, even when wet.

The lightweight Vanucci VCT-1 gloves are rather unobtrusive companions in daily motorcycling. The knuckle protection is comfortably shaped, as are the fingers. A slight reinforcement on the palm doesn't interfere while riding. These gloves are generally recommended for warm temperatures around 20 degrees Celsius and above, as they are not particularly windproof. The entire outfit costs under 850 euros and is definitely recommended. You can find much less comfortable motorcycle gear for more money.