ROAD TEST - 2019 YAMAHA YZF-R3 - JUST BIKES

ROAD TEST - 2019 Yamaha YZF-R3

Words: Dean Mellor

Photos: Yamaha Motor Australia

I’ve got to admit it: I’m a big fan of small sportsbikes, and Yamaha’s revised-for-2019 YZF-R3 is one of the best small sportsbikes I’ve ridden for some time.

So, what’s the appeal? Super light-weight, razor-sharp handling, potent stoppers and, of course, limited power. What?! Don’t get me wrong… I’m as big a fan of 200hp+ sportsbikes as the next bloke (or blokette), but there’s something about having to “make do” with 40-odd horsepower that prompts an obsession with maintaining hard-won momentum, even through tight corners that would see an R1 rider brake hard before grabbing a handful of throttle on the exit.

Of course, you can’t maintain momentum through tight corners unless you’re riding a machine that will carve through them with poise and confidence, and this is why Yamaha has focussed its efforts on improving the YZF-R3’s already-impressive handling package for the 2019 model year. Yep, 40hp ain’t much, but Yamaha has seen fit to leave the R3’s engine alone for 2019, instead investing in a revised front-end that now features a KYB 37mm upside-down fork with “YZR-M1-inspired” triple clamps, and tweaking the rear-end’s monoshock by fitting a stiffer spring with preload adjustment. Other chassis changes include slightly lower (by 22mm) clip-ons and a new fuel tank cover that’s 20mm lower and 31.4mm wider above the knee to allow for a lower rider crouch behind the small bubble screen and better leg grip.

The R3’s steel tube diamond-type frame is also unchanged, with the engine still a stressed structural member, with fixed mounts at the rear and rubber mounts up front. The liquid-cooled four-stroke DOHC parallel twin displaces 321cc and features a 180° crank, resulting in claimed peak outputs of 30.9kW of power at 10,700rpm and 26.9Nm of torque at 9000rpm.

The other big change for 2019 is the bike’s styling, which Yamaha says is inspired by the YZR-M1 MotoGP racebike, and matches the look of the current YZF-R6 and YZF-R1. The look is certainly sporty, dominated by the central air intake, bubble screen and sharp lines. The new R3 also scores a new-look front mudguard, along with LED headlights and taillights.

On yer bike

A low 780mm seat height is part of the 2019 YZF-R3’s roomier ergonomics that will make most riders feel comfortable and confident, which is exactly what you want in a LAMS bike - there’s plenty of space to move about.

The clip-ons – although slightly lower than before – aren’t a big stretch away, so you’re not too crouched over when poking along at road-touring pace. Having said that, if you do want to drop your head in behind the small bubble screen, there’s room enough to do so. Yamaha claims the revised aerodynamics on the MY19 model result in a nine per cent reduction in drag, equating to an 8km/h increase in top speed.

As with any small capacity sportsbike, overall gearing is short, and the engine works away at a rather busy 7000rpm at 110km/h in top gear, but it doesn’t feel or sound all that busy. The parallel twin is super smooth and the exhaust note is well (read: disappointingly) muffled, although Yamaha does offer an optional Akrapovič full race system, with a carbon-fibre can and stainless steel header pipes, which would not only resolve the lack-of-sound issue, but also add a claimed 4.4kW of peak power and 1.7Nm of torque, while offering a substantial 5kg weight saving.

The gearing is spot on, because the R3’s parallel twin delivers its best when revs are kept above 7000rpm; at lower engine speeds there’s not much happening, so if you want to pull out to overtake on the highway you’d best be ready to drop back to fourth or even third gear to get the R3 stirring along at a decent clip. Doing so, however, is no great drama as the gearbox shifts nicely up and down the ratios, although it’s best to put some effort into the first-to-second shift or you might occasionally need a second crack at it. The clutch is light and progressive, too, although there’s no adjustment at the lever, which is also the case for the brake lever.

On smooth and twisting roads, the R3 is in its element; you simply can’t help but hang off the side of the bike and ride the thing as though you were racing for the championship. The front-end offers plenty of grip and it treats road-surface irregularities with disdain, holding its line confidently through corners, even when hitting unexpected bumps. And if you do mess up and need to make a steering change mid-corner, the R3 won’t punish you for it; you need merely hint at where you want the lithe 167kg (wet) machine pointed and it will instantly obey your suggestion. The sticky Dunlop Sportmax Alpha 14 rubber fitted to the test bike no doubt help in this regard, but the instant steering response is more a result of the bike’s light weight and well-sorted chassis than the trackday hoops.

Like the fork, the rear-end likewise feels planted on both smooth and not-so-smooth surfaces, and although it has a stiffer spring rate than previously it never feels harsh.

For those moments when you need to slow down fast, the single 298mm disc and two-piston caliper up front offers plenty of stopping power, as well as good feel at the lever. The ABS calibration is excellent, allowing you to grab a surprising amount of brake before it intervenes to prevent a lock up. The non-adjustable front fork is likewise well sorted, and nosedive is well controlled even under extreme braking.

Like any small, light bike with decent performance, the YZF-R3 is well suited to commuting duties. It’s great for lane splitting and its light weight makes it super-easy to thread your way through congested urban environments.

Although it’s hardly designed as a long-distance tourer, the YZF-R3 ain’t half bad at fulfilling that task, either. On test, I knocked over more than 500km in a day, including some commuting, a chunk of freeway and a heap of my favourite backroads, only stopping twice for fuel. At the end of the ride I felt no worse for wear; no sore wrists, no aching neck, no leg cramps… nothing. Without doubt, this can be partially attributed to the R3’s generous (for the class) riding position, but the bike’s light weight also plays a big part in minimising fatigue and keeping you feeling fresh, simply because it’s so easy to manoeuvre.

Other Stuff

The R3’s LCD instrument binnacle offers plenty of information, including a clear digital speedometer, gear position indicator, fuel gauge, engine temperature and clock. The tacho can be a little hard to see at times, and you need to reach forward to the instruments to scroll between secondary displays such as odometer, tripmeters and instant and average fuel consumption.

On test, the R3 sipped on the 95RON at a rate of just 3.5L/100km, so you can expect a handy touring range from the 14-litre fuel tank approaching 400km. While the rider’s seat is spacious and comfortable, the pillion seat won’t win any friends and would best be left for quick trips around town. If you want to chuck luggage on the back it’d be a good idea to tape up the exposed plastic on the rear seat cowl, or opt for Yamaha’s optional tank bag instead. For those after a sportier look, there’s also an optional solo rear-seat cowl.

There are plenty of other options available for those who want to customise and/or protect their YZF-R3 (see Extra Kit), which for 2019 is available in Yamaha Blue, Power Black or Candy Satin Red, the latter a trick-looking matte finish.

Despite all the upgrades for 2019, Yamaha has kept the lid on prices, so the new model still retails for $6,299 plus on road costs. For reference, that’s slightly more than the $5,999 Honda CBR300R, but less than the $6,499 Kawasaki Ninja 400. Yamaha says it considers other competitors to include the KTM RC390 ($6,995 ride-away) and the Honda CBR500R ($7,699 +ORC).

The 2019 updates to the YZF-R3 have made a good bike even better. It’s an ideal machine for a variety of motorcyclists, from novices looking for a sporty ride to experienced riders who prefer the thrill of maintaining momentum through razor-sharp handling over brute acceleration.