Yamaha has joined the adventure scooter class with the 2027 RW700, unveiled in Milan ahead of EICMA. Under scooter bodywork, it carries the company’s 689cc CP2 parallel twin, the automated Y-AMT transmission, wire-spoke wheels, and footpegs that let the rider stand up on rough ground, along with room for a helmet under the seat. It comes in two versions, with the higher-spec RW700 Explore adding an adjustable fork, heated grips and seat, and a centerstand. Pricing hasn’t been announced, and Yamaha USA hasn’t said whether the RW700 is coming here, so for now it’s a European model. The smaller, single-cylinder RW350 will get its own First Look.
The RW700 is the first Yamaha scooter with a gearbox. In place of the belt-pulley CVT scooters normally use, it has a 6-speed transmission with Y-AMT, Yamaha’s automated manual. There’s no clutch lever and no shift lever. Instead, Y-AMT shifts on its own, or the rider changes gears with a rocker switch on the left handlebar. According to Yamaha, a shift can be made in as little as a tenth of a second. Y-AMT debuted in 2024 on the MT-09 in Europe, but has not made it to the United States. For the RW700, a rubberized clutch damper and revised spring load on the shift rod are intended to smooth the shifts. The switch was reshaped to suit the handlebar and brake lever. Power reaches the rear wheel by chain.
This is the first Y-AMT developed for off-road use. Road and Gravel riding modes get separate shift programs. In automatic mode, the Gravel program holds off upshifts after the rider opens the throttle and while the rear tire is sliding. This allows finer throttle control and a controlled amount of rear-wheel slip on loose surfaces. When the system detects a locked rear wheel or hard braking, it reduces clutch capacity to help keep the engine from stalling. Yamaha says the same control helps when a wheel spins on a log.
The 689cc CP2 twin, which is based on the motor used in the MT-07, XSR700, YZF-R7, and Ténéré 700, runs in its own tune. The DOHC liquid-cooled parallel twin has an 80.0 x 68.6mm bore and stroke. It’s rated at 68 horsepower at 8250 rpm and 48 lb-ft of torque from 6500 to 6750 rpm. That peak is 4 horsepower below the European Ténéré 700’s, and comes 750 rpm sooner. Ride-by-wire is calibrated for response at small throttle openings and smooth torque across the rev range. Yamaha rates fuel consumption at about 57 mpg, for a range of roughly 210 miles from the 3.7-gallon tank. European A2 license holders get a 47-horsepower version.
Five riding modes are split between Road and Gravel. Road offers Sport, Street, and Eco. Gravel has two settings: Explore+ and Explore. Explore adjusts shifting and the scooter’s behavior for off-road surfaces, and Explore+ adds engine response and can be fully customized. Rear ABS can be switched off only in the Gravel modes.
A six-axis IMU informs the rider aids. It sends real-time data to the ECU for traction control, slide control, and cornering ABS. A back-slip regulator controls engine torque when the rear wheel locks. Traction and slide control have low-to-high intervention levels, and power delivery settings run throttle response from sporty to mild. The cornering function and the back-slip regulator can be switched off in every mode. Cruise control and a variable speed limiter are standard, and the cruise control works with automatic shifting.
Footpegs and folding footrests give the rider two foot positions. Yamaha’s first four-position footpegs sit at the center of the scooter and adjust forward, back, up, and down. Rubber inserts reduce vibration on the road and are removable for more grip on dirt. Folding footrests farther forward provide the relaxed, feet-forward scooter position and add wind protection. The rider’s seat is narrow at the front to make mounting, dismounting, and putting a foot down off-road easier; seat height is about 32 inches, making it much more approachable than an adventure motorcycle. A shaped knee-grip area up front is intended to aid maneuverability.
A high-tensile steel frame is matched to over six inches of travel at each end. The steel tube frame is intended to limit unwanted chassis movement in the rough stuff. An inverted 41mm fork has 6.3 inches of travel, while the linkage-mounted shock manages 6.1 inches of wheel travel. The shock is adjustable for spring preload and rebound damping. Ground clearance is 6.7 inches, and an aluminum skid plate protects the engine, frame, and exhaust. The wheelbase is 62.4 inches, rake is 25 degrees, and trail is 4.0 inches. Curb weight is 487 pounds with the tank full.
Wire-spoke wheels mount tubeless Pirelli tires. The 17-/15-inch wheels pair aluminum rims with Yamaha’s first stainless-steel cross spokes. Pirelli Scorpion Rally STR tires are deployed in a 120/70 front and 160/60 rear pairing. Stopping power comes from 298mm front discs with radial-mount four-piston calipers. The rear hub gets a 267mm rear disc with a single-piston caliper; ABS is standard. Both brakes work from hand levers, scooter-style, so there’s no brake pedal.
The RW700 Explore adds suspension adjustment and cold-weather comfort. Its fork gets 0.6 inches of spring preload adjustment and 11 rebound damping settings. Heated grips and a heated rider’s seat offer 10 settings each, and the Explore also has a centerstand and backlit switchgear. The engine, transmission, chassis, and electronics are otherwise the same. Curb weight of the 2027 Yamaha RW700 Explore rises 7 pounds above the standard RW700, to 494 pounds.
Keyless operation and a connected TFT are standard. The smart key handles power, starting, the handlebar lock, the seat, and the fuel cap from the rider’s pocket. The 5-inch color TFT has three display themes. It pairs with a smartphone through the free MyRide app for calls and music, and shows map or turn-by-turn navigation through the free Garmin StreetCross app. There’s a USB-C port in the cockpit. The LED-lit compartment under the passenger seat can swallow a full-face helmet, depending on size and shape.
Handguards, a fixed windscreen, and a four-LED headlight are standard. The plastic handguards mount to a tapered aluminum handlebar, and the headlight is inspired by Yamaha’s adventure models. The self-canceling LED turn signals give three flashes with a light press, and both flash automatically under sudden braking.
The bodywork’s textures come from a river and sand dunes. Yamaha’s Texnature surfaces are based on samples from two spots in its hometown, the Tenryu River and the Nakatajima Sand Dunes. Recycled and biobased materials are used across the RW series, including Durabio, a plastic derived primarily from plant sources.
The accessory list is long. Accessories include aluminum side cases and a top case, soft bags, and radiator, front panel, and headlight guards, and buyers can have them fitted by a dealer when ordering the scooter.
The 2027 Yamaha RW700 takes direct aim at Honda’s X-ADV, which also isn’t sold here. On paper, the Yamaha beats the 2027 Honda by 10 horsepower and 35 pounds, with the same wheel and tire sizes. The 745cc X-ADV counters with 51 lb-ft of torque at 4750 rpm and its own clutchless gearbox, a dual-clutch unit. In the US, Honda’s adventure scooter stops at the 157cc ADV160, and Yamaha’s scooter line is topped by the $6399 XMax, which is powered by a 292cc single. Yamaha USA will have to decide whether or not American riders want a 487-pound scooter with a CP2 motor featuring an automatic transmission. We suggest they bring the RW700 here and let the market decide.
Benda motorcycles are beginning to make a ripple on US shores with four intriguing and competitive models, courtesy of its partnership with Keeway Group. We were impressed with the Napoleonbob 500 and have now gotten our gloves on the persuasive, entry-level 2026 Benda Chinchilla 300, with its modest MSRP of $4999. It would be difficult to design a more welcoming entry-level cruiser than this easy-handling, visually appealing boulevard bobber. Editor Don Williams and Associate Editor Kelly Callan discuss the Benda Chinchilla 300 and how it actually rode for them.
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Our guest this episode is Jesse Merriman, Chief Technician for Jeremy McWilliams at the Arch Motorcycle racing project. Arch Racing was founded by Gard Hollinger and Keanu Reevs to compete in the Moto America Super Hooligan race series. Teejay Adams chats with Jesse about the Arch motorcycle and the challenges of extracting the absolute most from an air-cooled V-Twin racing engine and custom chassis.
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Here’s quick reminder to check out our monthly digital magazine. It’s filled with everything you want to read on motorcycling, including some things you’ve probably not seen elsewhere. It’s absolutely free and you will find it on the Apple App Store and of course on Google Play as well.
Don’t forget to leave us your comments on our social media—we’re on all the usual platforms at Ultimate Motorcycling. We love hearing your feedback… so good or bad, please let us know what you think. If there’s something you’d like us to cover, we’d love to hear those ideas too!
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