Not only is the engine more powerful, but the Honda Tuning legends over at Mugen also added some trick chassis and body mods, including a lightweight carbon-fiber front bumper, aluminum hood, classic Milano Red paint job, and a carbon-fiber rear wing. The chassis features five-way adjustable suspension bolted to 18-inch Mugen wheels and wrapped in Bridgestone tires, slotted brake rotors and a limited-slip differential. The interior of the RR features Recaro bucket seats, a custom shift knob and a Mugen-specific cluster. This example is offered with the original Mugen RR owner's wallet and Japanese service history. Yes, it's a $120k Honda Civic. And yes, we would buy it in a heartbeat.
2021 Yamaha R3 bLU cRU European Cup Gets Underway with Misano Test
The 2021 Yamaha R3 bLU cRU European Cup officially got underway with pre-season testing at Misano World Circuit Marco Simoncelli (23 – 24 May), where the 25 promising young talents got a first taste of their Yamaha R3 bikes and received their race kits for the season.
Designed to provide a route from national to international racing, the Yamaha R3 bLU cRU European Cup is a new series open to riders aged between 12 and 20 years. The championship will be contested over six rounds, with two races per weekend, in support of the FIM Superbike World Championship.
Yamaha R3 bLU cRU European Cup participants with American Kayla Yaakov at the far right. Photo courtesy Yamaha Racing.
On the first day in Misano, the riders were issued with their KYT helmets, Gaerne Boots and Gimoto leathers, and were given a Welcome Brief to introduce them to the series. The youngsters were also presented with their Yamaha R3 machinery, which they would be riding for the first time on the second day.
Before the riders got going, they took part in a technical workshop in the morning of day two, to gain a better understanding for how to set-up and work with their bikes, while they also attended a riders’ briefing.
On-track action was split into six 20-minute sessions, with the ever-changing conditions meaning the competitors got to experience riding with both the slick and rain compound Pirelli tyres. After a wet first session, the track continued to dry until the rain returned ahead of the fifth session, which was forced to be cancelled, before it dried up again for the final run ahead of the 2021 campaign.
American Kayla Yaakov (69) testing at Misano. Photo courtesy Yamaha Racing.
The young riders will return to the Italian venue on 11 – 12 June for the opening round of the season, where they will go head-to-head to become the first winners of the Yamaha R3 bLU cRU European Cup. As well as the 25 permanent riders, there’s still an opportunity for youngsters to join the series at various rounds as wildcards after the Misano opener.
Alberto Barozzi
Yamaha Motor Europe bLU cRU Racing Manager
Exciting! A simple word that perfectly describes the awesome atmosphere that was created during this first official test. We have already got to know all of the bLU cRU riders during the three Yamaha R3 bLU cRU European Cup digital Masterclass sessions, but to meet all of them live was great. During the two intensive days in Misano, the reaction was perfect, and immediately they have welcomed the bLU cRU spirt and its philosophy of respect. On the performance side, the level that all of them showed on track was very encouraging considering their young age and limited experience. Of course, they have room to continue to improve under our guidance. Thanks to all the parents that followed the riders during the two days, they all showed great attention and passion to support them in the right way. The staff had a really big task in getting everything prepared ahead of this first meeting, they did a great job and everything ran very smoothly. A personal thanks to the JIR Organization, all the partners that were able to be there: Pirelli, Sutter, Ohlins, Gimoto, and to everyone else that has supported this new project, including Pata, NL and Dorna, who have all come together to support the new racing generation. We now look forward to the first round in Misano to see our bLU cRU riders in competition and around the WorldSBK paddock.
pret.indah.link A Honda associate works inside an Odyssey minivan on the production line at Honda Manufacturing of Alabama.
Kelly Professional & Industrial and the Alabama Department of Human Resources are hosting a hiring event in Oxford, Alabama, on Thursday, June 3 to fill more than 100 full-time production associate positions at Honda’s manufacturing facility in Lincoln, Alabama.
Production associates assemble vehicles and earn between $15.25 and $16.85 an hour, depending on the shift. Experienced candidates have the opportunity to earn more, but previous experience is not required and on-the-job training is provided.
Kelly team members at Honda assemble automotive parts on an assembly line and work with their hands to move carts and lift and carry parts. Production associates climb in and out of vehicles frequently, and they bend, stoop and squat while continuously standing to complete tasks. They also work around moving equipment such as conveyors and forklifts.
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Applicants must be at least 18 years old, able to work overtime when needed, and willing and able to train on the job while meeting goals in a fast-paced environment. Applicants can fill out an application at the Kelly branch at 1994 U.S. 78, Oxford, AL 36203 between 9 a.m. and 1 p.m. on June 3. For more information, call 256-832-0247.
Kelly Professional & Industrial connects people with companies in the areas of science, engineering, education, office, contact center, light industrial and more.
Honda Manufacturing of Alabama produces the Odyssey minivan, Passport and Pilot SUVs, the Ridgeline pickup and the V-6 engines that power them.
Let’s clear the confusion immediately about Yamaha’s all-new YZF-R7. The R7 is not a direct replacement for the YZF-R6 track-ready machine. The R6 is vacant from the 2022 street lineup, and only available as a track bike. Yamaha confirms that the YZF-R7 isn’t designed to be a traditional 600-class supersport bike. However, the 2022 Yamaha YZF-R7 sits in the same spot in the YZF family that the R6 did, filling the gap between the beginner-friendly YZF-R3 and the YZF-R1 superbikes. So, yes, it does replace the R6, though it plays a different role.
Let’s get to the Fast Facts from our first ride review of the new R7 at the private Atlanta Motorsports Park, a two-mile circuit designed by Formula One track architect Hermann Tilke that features 16 turns and 98 feet of elevation changes.
The 2022 Yamaha YZF-R7 is not related to the iconic 1999 Yamaha YZF-R7 (OW-02). That inline-4 powered motorcycle was built to satisfy race homologation needs for Yamaha’s World Superbike Team—only 500 were produced in its one-year run. Yamaha’s stateside staff who designed the bike says the YZF-R7 name was focused on representing a new generation of supersport and “not reference anything from the past.”
As you likely know by now, the 2022 Yamaha YZF-R7 borrows the CP2 parallel-twin engine used in three other Yamaha models—the MT-07, XSR700, and Ténéré 700. The 2022 Yamaha R7’s DOHC 689cc engine provides a broad torque across the rpm range that pulls strongly out of corners and revs quickly to just above 9000 rpm. That’s where I shifted most of the day. The power delivery is linear, with a good feel thanks to the crossplane crankshaft design.
I shifted smoothly throughout the day due to the six-speed transmission that was certainly tweaked over the previous model-year MT-07s. Many riders complained of sloppy shifting transitions in the lower gears on the 2020 and earlier models, but the transmission on the 2022 R7 is buttery smooth. Helping this is the new assist-and-slipper clutch that reduces clutch load by 20 percent—a first for a CP2 engine.
The optional Yamaha Parts & Accessories GYTR Quick Shifter Kit ($200) was also included on my test bike. It tells the ECU to alter the engine speed while upshifting. This is a must-have addition due to its usefulness with clicking through the gears when accelerating at top rpm. Inexplicably in 2022, it’s only for clutchless upshifts, not downshifts—something I was reminded of often during the first few laps. The assist function makes the clutch pull extremely light, and I used my left index finger for downshifting most of the day.
To keep the price point low, the 2022 Yamaha YZF-R7 features minimal electronics except for ABS. The CP2 engine’s character doesn’t require traction control or riding modes. The only time I lost rear-wheel traction was when the tire was fried. The engine’s single riding mode delivers a soft enough throttle input to keep experienced riders safe under wet conditions (with good rubber, of course).
The R7 borrows its basic chassis from the MT-07, but with all-new geometry. The R7’s setup provides more agility and ease of turning than the MT-07, despite being clothed in supersport bodywork.
You can ride the 2022 R7 all day at the track or street with pure laziness. The chassis responds to the laziest of inputs with ease and recovers quickly from the harshest transitions from full throttle to full brake. This is due to the following geometer modifications compared to the MT-07 (and R6, for perspective):
The wheelbase is 0.2 inches shorter than the MT-07 (0.8 inches longer than the R6)
The rake is 1.2 degrees steeper than the MT-07 (0.3 degrees steeper than the R6)
The R7 and MT-07 share the same trail at 3.5 inches (0.2 inches shorter than the R6)
The almost-fully adjustable KYB suspension provided feel throughout the day. Knowing the target audience is sport-forward and will use the R7 on twisty roads and racetracks, Yamaha included a 41mm KYB fork that is fully adjustable. I bottomed the forks a few times under hard braking into turn one, where a few bumps are present on the perfect line. I added more spring preload after my second session, as I didn’t like soft feel up front, but left all else as set from the factory. The rear KYB shock is adjustable for spring preload and rebound damping only—no compression damping settings. I had zero issues with the rear shock. Yamaha engineers positioned the rear suspension link mount position to raise the rear of the chassis to my liking.
The Brembo/ADVICS/Nissin brake combination provided more than enough braking power. The R7 doesn’t get the giant 320mm front discs found on the outgoing R6, but the 298mm rotors did their job well. This is also the first Yamaha to use a Brembo radial master cylinder (16mm piston) for the front calipers. I was able to slow and guide the R7 while trail braking through each of the 16 corners at Atlanta Motorsports Park. The brakes never faded, and the feel at the lever allowed precise input to moderate slowing. The rear disc is 245mm, up 25mm over the R6, and responded well to input when tightening the line at WOT on the final long left-hander. ABS is standard and not switchable. I felt the ABS intervene only at the end of the faster straights.
The choice of Bridgestone Battlax Hypersport S22 tires clearly targets the street supersport rider. However, my test R7 was fitted with track-only Bridgestone Racing R11 tires—we were on a closed course, after all. The R11 rubber remained sticky all day. Because the R7 weighs only 414 pounds wet—up eight pounds over the MT-07—the S22s are a wise choice for longevity and stickiness on the street. I tested the S22 tires at Jerez in 2019, and have used them on my Ducati Multistrada 1200 and 1198 Superbike with zero traction or longevity issues. For perspective, the updated 2021 MT-07 arrives stock with Michelin Road 5 sport-touring tires.
The ergonomics provided comfort throughout the day, placing my nearly six-foot frame in a semi-aggressive forward position. The R7 is not as comfortable as the R3 and, although only a bit less aggressive than the R6, far more comfortable than the outgoing supersport. The R7 uses clip-ons and has a set height of 32.9 inches, 1.2 inches higher than the MT-07 and 0.6 inches lower than the R6—both helping the R7 to achieve comfortable ergonomics. Also adding to the comfortable ergos is the slender design. Yamaha says the YZF-R7 is the narrowness of all R designs ever—even narrower than the diminutive R3. This is immediately felt at full tuck, as the tank sucks in your knees quickly due to its deep knee-pocket design.
The stock seat is okay for the track, but I’d quickly change to an aftermarket saddle if using it as a street bike. The seat felt similar to the R6s, which I’d be happy with for about 50 miles of non-aggressive street riding.
I ran a few laps to simulate street riding on the 2022 Yamaha YZF-R7. I was able to keep the transmission in third and fourth gear throughout the track, dogging the rpm down to under 2000 around a few of the sharper corners. The motor remained responsive throughout, delivering enough power to ease my way through the corners, as I would on the street. The estimated fuel consumption remains at a frugal 58 mpg like the MT-07, with stock secondary gearing of 42/16.
I’m a fan of minimalism when peering at gauges, and Yamaha nails it. The dash includes everything necessary for riding—speedometer, tachometer, fuel gauge, gear position indicator, and coolant temperature. It also has a clock, air temperature, and other less essential information. Don’t expect a fancy TFT, though; to keep the cost down, Yamaha stuck with a high-contrast LCD dash. I’d take the savings over a posh TFT any day.
I’ve always loved the look of the YZF-R models and am glad they followed suit for their all-new middleweight sportbike. However, the single round headlight in the middle of the “M” opening on the fairing takes some time to admire. Fortunately, the right and left positioning lights are there to offset it. All lighting is LED, which helps others see the R7 quickly.
Although the naming convention of the YZF-R7 may provide some initial marketing issues, the price should surely help with purchasing decisions. At $8999, the R7 is only $1300 more than the MT-07 and $3300 less than the outgoing R6. The R7’s most prominent competitor, although Yamaha doesn’t admit it, is the Aprilia RS 660. The Aprilia is priced at $11,299—$2300 more than the R7. That provides enough leftover cash for aftermarket accessories to have some fun in MotoAmerica Twins Cup racing, although Yamaha says the bike was not intended for that duty.
The 2022 Yamaha YZF-R7 is a kick-ass supersport twin. It rips on the track and will certainly satisfy the needs of real-world street riders who want that all-out sport look while retaining some comfort.
The Yamaha RX-V6A is affected by a 4K/120Hz video bug when used with certain devices.
Ty Pendlebury/CNET
Recent 8K-compatible AV receivers from Yamaha, Denon and Marantz will need additional hardware fixes for a bug preventing them from displaying highest-quality video. Currently these models are unable to display video with a 4K resolution and 120Hz frame rate.
Yamaha has announced that owners of its early 8K receivers, including the V6A, will need to replace an internal HDMI mainboard if they plan on connecting an Xbox Series X or Nvidia RTX 30-series graphics card. Yamaha says that PlayStation 5 video playback isn't an issue (unlike for Denon, see below). Yamaha says that affected users should register their devices and the company will advise customers of the next steps here in summer.
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Another workaround for owners of all of the below models is to connect the gaming console directly to the compatible TV and then use HDMI eARC to feed the receiver.
Most 4K TVs and receivers are able to handle signals at 60Hz but the latest sources can offer 120Hz for smoother motion. However, gamers would encounter a black screen when connecting these sources to a TV via these receivers at 4K/120Hz. According to one report, the problem is a result of a Panasonic-sourced chipset used for the 8K video sections in affected receiver models.
None of the companies has yet advised when the on-sale models will be fixed, especially in the case of Yamaha, and so we would advise holding off on buying one of these receivers for now.
Denon's SPK618 HDMI adapter is designed to fix 4K/120Hz compatibility issues.
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