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2014–2017 · Naked Bike · Buyer's Guide
Raw Twin, Weightless Handling
The MT-07's heart is the CP2: a 689 cc parallel twin with a 270-degree crank that fires with the offbeat pulse of a V-twin. It makes 75 hp, but the real story is the 50 lb-ft of torque landing at just 6,500 rpm, so the bike pulls hard and early without asking you to chase revs. Wrap that around a steel diamond frame at 401 lb wet and you have a featherweight naked with no traction control, no ride modes, no rider aids of any kind. It is a deliberately direct machine that sits at the accessible, affordable end of the class.
On the road it ages well in the ways that matter to your wallet. Reliability is genuinely strong, running costs stay low, and at 69 mpg it sips fuel. The aftermarket is vast, so the bike grows with you. It suits riders who want real character and quick handling without a premium price or a steep learning curve. The honest caveat is that this generation has its quirks. The ECU can stumble into an idle cutout, and the peripheral finishes corrode faster than they should, so budget for some fettling if you plan to keep it long.
Spec sheets don't ride bikes, but they set the baseline.
| Power | 75 hp (55 kW) @ 9,000 rpm |
|---|---|
| Torque | 50 lb-ft (68 Nm) @ 6,500 rpm |
| Displacement | 689 cc |
| Engine | Parallel twin |
| Cooling | Liquid-cooled |
| Gearbox | 6-speed |
| Final drive | Chain |
| Fork | Telescopic |
| Front brake | 282 mm |
| Front tire | 120/70-17 |
| Rear tire | 180/55-17 |
| Wheelbase | 55.1 in (1400 mm) |
| Seat height | 31.7 in (805 mm) |
| Wet weight | 401 lb (182 kg) |
| Fuel capacity | 3.7 gal (14 L) |
| Top speed | 130 mph (210 km/h) |
| Fuel economy | 53 mpg (US) |
Equipment check
Chassis
Safety
Over the years I have collected what MT-07 owners tell me in the paddock, over coffee after club nights, in long chats with people who have lived with one, and in the messages riders send me directly. For this first-generation bike the pattern is remarkably consistent. Owners love the engine and how easy the whole package is to live with. They are just as united on where the money was saved.
The engine comes up first in almost every conversation. Riders describe a pulse that feels closer to a V-twin than a parallel twin, with the pull sitting low and in the middle of the rev range, and they keep using the same words for it: engaging, never intimidating. That friendly nature carries into the chassis. Owners compare the steering to a supermoto, quick to turn in and calm at walking pace, and beginners, returning riders and seasoned hands all say they felt at home early. Durability stories are just as common, with several owners reporting more than 62,000 miles (100,000 km) without major engine work. Riders also bring up a launch price they remember as the lowest in the middleweight class, service intervals of about 6,200 miles (10,000 km), cheap parts and low insurance costs.
The loudest complaint is the suspension. Riders consistently call the non-adjustable fork too soft once the pace picks up, and owners with miles on the clock say the rear shock loses its damping over time. No weakness of this generation comes up more often. Braking draws a related gripe. Owners say the front lever feels wooden through the first third of its travel with little initial bite, the stock pads are cheap and wear quickly, and the rear brake feels spongy. Then there is the throttle. Another recurring complaint is an abrupt jerk when opening from a closed throttle at low speed, and city riders say the on/off transition gets tiresome in stop-and-go traffic.
Comfort is the other big theme. Many owners say the stock seat starts to hurt after 60 to 90 minutes, citing thin padding and a shape that slides them forward. Yamaha sells a comfort seat as an accessory, which owners take as the factory admitting the problem. Range is a frequent irritation too. The 3.7 gal (14 L) tank gives roughly 175 to 205 miles (280 to 330 km), and riders call the fuel gauge pessimistic and erratic: it sits on full, then drops fast. After dark, owners say the halogen headlight falls short, especially on low beam. On the highway, some mention wind fatigue with no screen fitted. Above about 6,000 rpm, vibration reaches the bars, pegs and mirrors, enough to make the mirrors useless and leave hands numb on longer runs. Owners also point to thin paint on the pipes and bodywork, cheap finishes on fasteners and coolant pipes, and visible weld slag on some frames.
Intermittent engine cutout at idle and during deceleration
The engine cuts out intermittently, especially when idling at traffic lights or decelerating to a stop. The ECU appears to reduce fuel supply too aggressively at idle. Problem worsens in hot weather. Stalling during downshifting is particularly hazardous. Multiple NHTSA consumer complaints filed. Reportedly improved with ECU mapping adjustments in later production.
Battery loses charge during extended standstill
Battery depletes when the bike sits for extended periods. Components draw power even when ignition is off. On models with parking light position, the ignition switch can cause parasitic draw if moisture enters. Some owners report charging system issues linked to the regulator/rectifier.
Instrument cluster LCD flickers, goes blank, or shows partial information
LCD display develops flickering, blank sections, or complete failure. Causes include loose internal ribbon cable, water ingress, or corroded connector pins. Aftermarket replacement LCD modules available (same part 2014–2020 compatible).
5th gear slips out under hard acceleration
Under hard use (track riding), the 5th gear engagement dogs can round off, causing the transmission to slip into a false neutral at full throttle. Factory drive dogs have a zero-degree back cut prone to disengagement under wear. Primarily a track/racing concern, not typical on the street.
Pronounced clutch rattle at idle; potential inner plate failure
Pronounced rattling noise from the clutch at idle in neutral. Noise disappears when clutch lever is pulled in. In severe cases, inner clutch plates can break or shatter. Contributing factor may be worn clutch basket. More pronounced on cold starts.
Gear indicator fails to display correct gear (especially 5th/6th)
The gear indicator in the LCD display fails to show the correct gear, particularly in 5th and 6th gear. The number flashes, disappears, or displays incorrect values. Root cause: dirty contacts on the gear position sensor. Cleaning is a temporary fix; sensor replacement (~40 USD) is the permanent solution. Yamaha developed a revised sensor.
Poor surface finishes on fasteners and coolant pipes
Widespread corrosion across peripheral components: radiator coolant pipes (chrome with thin lacquer, deteriorates rapidly from road spray), allen key bolt heads, brake line fittings, disc bobbins, gear lever linkage, rear sprocket, suspension linkage fasteners, and seat lock (seizes). Screw heads across the frame show rust. Weld slag not properly cleaned on some frames.
Side stand safety switch causes unexpected engine cutout
The bike starts normally in neutral but dies immediately when shifted into gear. Caused by the kickstand safety switch failing, corroding, or the starter cutoff relay malfunctioning. The switch connector is vulnerable to moisture ingress.
Surface rust on steel swingarm
The steel swingarm develops surface rust, particularly underneath the chain guard and near chain adjusters. Rust can appear within months of purchase, even without winter riding. The paint/coating is thin and easily damaged by chain debris. Weld seams and areas under the chain slider are most affected. Yamaha has replaced some swingarms under warranty.
Where this Yamaha MT-07 pulls ahead of — or falls behind — its rivals on the numbers, and the typical bike in its class on character.
Power
Torque
Displacement
Wet weight
Seat height
Forget spec-sheet bragging. Here's who the MT-07 is actually built for.
Weekends spent linking tight corners on the Dragon and the Blue Ridge suit this bike well. Its light weight and early torque reward clean technique over horsepower. Just remember there are no rider aids to fall back on.
Made for Tail of the Dragon · Back of the Dragon · Blue Ridge Parkway
For canyon runs above LA it is quick, flickable and precise where it counts, and you will outpace the spec sheet on a tight road. Hard track-pace riders may eventually want more outright power and electronic backup.
Made for Angeles Crest Highway · Coronado Trail Scenic Byway · Big Sur Coast Highway
If you're cross-shopping the older generation, here's what changed.
Previous generation · 2014–2017
Reliable, Forgiving, Done Right
Compare to the previous model →If this one isn't quite the fit, these are the bikes worth riding back-to-back against it.
Any price note compares both bikes at the same age — the youngest age both have on the used market — against this Yamaha MT-07. “cheaper/pricier” is what that bike costs second-hand, not how worn it is.
Successor · 2018–2020
The Reliable City Hustler
Competitor · 2017
Air-Cooled Soul, Zero Frills
About the same used price as this bike at 9 yr
Competitor · 2017–2018
Smooth Revver, Bulletproof Bones
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Competitor · 2016–2019
Single Cylinder Scalpel On Street
About the same used price as this bike at 9 yr
Competitor · 2016–2020
Reliable V-Twin, Zero Drama
Roughly $1,000 cheaper used than this bike at 10 yr
Competitor · 2015–2019
Reliable Character, Surprising Range
Roughly $1,300 pricier used than this bike at 10 yr
Competitor · 2013–2016
Triple That Carves Clean
~$2,000 pricier used than this bike at 10 yr
Compare it with every bike that shares the same spec or equipment.