Table of contents
- Driving report Yamaha MT-09 2021 Yamaha strikes back with the dark side of the MT-09
- Chassis – seating position remains
- Chassis of the new MT-09
- Electronics – right at the front of the class
- Pillion passenger
- design
- Competitive price
- Conclusion
News 2022
New motorcycle items for 2022
Yamaha Europe
21 pictures
Yamaha Europe
1/21
We got a foretaste of how the new MT-09 works on beautifully curved mountain roads in Catalonia, Spain.
Yamaha Europe
2/21
Here the first three-cylinder cyclops were allowed to eat up the short straight lines that meander their way into the meander. And how.
Yamaha Europe
3/21
The sound from the new complete under-engine exhaust is still beguiling. The triple growls racy, bassy at the bottom, remains subtle at the top and blows angry, but not rowdy sound into the environment at high speeds.
Yamaha
4/21
The new CP3 engine, now with 889 cubic capacity, greedily devours every meter of asphalt. More displacement also means more (93 Nm) and, above all, earlier torque.
Yamaha Europe
5/21
Sports riders will be delighted with the performance of the Kayaba fork. Sporty it cushions, responds fine.
Yamaha
6/21
The new 3.5 inch TFT cockpit is another massive improvement. The display itself can still be read in an acceptable manner in backlit conditions, the menu navigation is intuitive, and the operation on the right (!) End of the handlebar requires a bit of sensitivity.
Yamaha Europe
7/21
The same applies to the shock absorber, which can only be adjusted in rebound. However, the rebound damping is generally moderate, even fully closed – when the shock absorber is up to temperature.
Yamaha
8/21
Pistons, connecting rods and crankcase are just three of many new parts that noticeably help the triple in terms of liveliness. The small torque dent between 4000 rpm and 5000 rpm does not seem to have disappeared, but it has been significantly smoothed out.
Yamaha Europe
9/21
Following gentle impulses, it turns comfortably and easily. The neutrality in the lean position also works and the MT only stands up minimally when braking on the new Bridgestone S 22 tires.
Yamaha
10/21
The most difficult, after a brief hint at the beginning, at the end. It is well known that design polarizes.
Yamaha Europe
11/21
When it comes to electronics and assistance systems, Yamaha really goes for it. Thanks to the six-axis IMU, the TC and ABS control depending on the lean angle and at a high level. Above all, the predecessor’s early-acting ABS has been a problem with sporty driving and especially on track days.
leaked
12/21
The MT-09 looks futuristically puzzled from the new LED headlights, flanked by two LED daytime running light strips. Subjective opinion: Looks much better in real life than in the photos.
Yamaha Europe
13/21
The standard MT-09 is available from March for 9799 euros (including ancillary costs) in the colors Storm Fluo, Icon Blue and Tech Black at dealerships, the SP is available for 11599 euros.
Yamaha Europe
14/21
It wasn’t ready for the test. As before, the SP version of the Kayaba fork has an Ohlins shock absorber. The SP fork now has separately adjustable low and high-speed pressure damping. Electronic cruise control is also available from – which is known to be indispensable for “sport performance”.
Yamaha Europe
15/21
Switching back and forth between the four throttle and three TC modes (one is freely configurable) is no problem while driving, the TC can only be switched off when the vehicle is stationary.
Yamaha Europe
16/21
The brake itself is also convincing across the board. The system taken over by the R1, including the radial pump, decelerates well, does not bite excessively initially, but is easy to dose and overall performs perfectly.
Yamaha Europe
17/21
A passenger always feels welcome in the second row of the MT-09. The continuous bench cushions his or her buttocks quite hard, the knee angle is acute and you don’t have much space to the rear.
Yamaha Europe
18/21
The new one-piece bench offers the leather proper support, the knees enclose the slim tank in a form-fitting manner. Equally pleasant for cruisers and hanging offers.
Yamaha Europe
19/21
In mapping 1, the triple accelerates directly, with a minimally noticeable load change jolt, as in 2 and 3. The progression of the throttle grip changes significantly, 1 means a lot of power with little turning angle.
Yamaha Europe
20/21
In terms of ergonomics, the MT-09 is closer to the supermoto than to the super sports car.
Yamaha Europe
21/21
The moderate, badly expressed inactive sitting position of the MT-09 remains with the change that the notches are now adjustable and the knee angle can thus be chosen within the frame.
motorcycles
Naked bike
Driving report Yamaha MT-09 2021
Driving report Yamaha MT-09 2021
Yamaha strikes back with the dark side of the MT-09
When the key data of the new MT-09 became known at the end of 2020, it was clear: Yamaha is serious and wants to recapture the upper middle class of naked bikes. With more displacement, more power and more electronics.
Fabian Dresler
02/27/2021
In this article:
- Chassis – seating position remains
- Chassis of the new MT-09
- Electronics – right at the front of the class
- Pillion passenger
- design
- Competitive price
- Conclusion
We got a foretaste of how well this concept works on beautifully curved mountain roads in Catalonia, Spain. Here, the first three-cylinder cyclops were allowed to eat up the short straight lines that meander their way into the meander. And how. The new CP3 engine, now with 889 cubic capacity, greedily devours every meter of asphalt. More displacement also means more (93 Nm) and, above all, earlier torque. Four horsepower more peak power – now its 119 – is nice, but not verifiable on the first exit. Pistons, connecting rods and crankcase are just three of many new parts that noticeably help the triple in terms of liveliness.
The small torque dent between 4000 / min and 5000 / min doesn’t seem to have disappeared, but it has been significantly smoothed out and is only noticeable when you feel your way into the bike. The sound from the new complete under-engine exhaust is still beguiling. The triple growls racy, bassy at the bottom, stays out at the top but discreetly and at high speeds blows angry, but not rowdy sound into the environment.
Chassis – seating position remains
Has with the engine Yamaha something that is still good is improved. With the chassis it looked different recently, here the update was practically necessary. The new frame and the swing arm appear slim and light, the wall thickness of the frame has become loud Yamaha Reduced to a minimum of 1.7 millimeters to save weight. The same applies to the light alloy wheels and the rear frame, which is now made of aluminum. With a new design of the geometry – the steering head moved down 30 millimeters, the fork was shortened – the biggest shortcoming, the lack of reference to the front wheel, is to be remedied. What was cut there at handlebar height, the huge risers on the upper triple clamp put on again. Means a very upright sitting position with little pressure on the front. The latter should be helped a little by the engine, which has been tilted forward by five degrees.
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The first impression was an improvement, but not a milestone. The badly expressed inactive, too moderate sitting position of the MT-09 remains with the change that the notches are now adjustable and the knee angle can thus be chosen within the frame. Even in the lower position, freedom from leaning is not a problem. The new one-piece bench offers the leather proper support, the knees enclose the slim tank in a form-fitting manner. Equally pleasant for cruisers and hanging offers. Yamaha calls this concept Roadster-Motard-Hybrid, which is absolutely true. In terms of ergonomics, the MT-09 is closer to the supermoto than to the super sports car.
Yamaha Europe
The moderate, inactive sitting position of the MT-09 remains with the change that the notches are now adjustable and the knee angle can thus be chosen within the frame.
Chassis of the new MT-09
Sports riders will be delighted with the performance of the Kayaba fork. Sporty it cushions, responds fine. The same applies to the shock absorber, which can only be adjusted in rebound. However, the rebound damping is generally moderate, even fully closed – when the shock absorber is up to temperature. Noticeable when turning it down quickly, but the MT-09 is still fed up even in the pig gallop. Following gentle impulses, it turns comfortably and easily. The neutrality in the lean position also works and the MT only stands up minimally when braking on the new Bridgestone S 22 tires. The latter perform well as usual and take the new MT-09 to a higher level. The brake itself is also convincing across the board. The system taken over from R1 including radial pump decelerates well, does not bite excessively initially, but is easy to dose and overall performs perfectly.
Yamaha Europe
The new one-piece bench offers the leather proper support, the knees enclose the slim tank in a form-fitting manner. Equally pleasant for cruisers and hanging offers.
Electronics – right at the front of the class
That was not all of the performance updates: Yamaha is really stepping up the line when it comes to electronics and assistance systems. Thanks to the six-axis IMU, the TC and ABS control depending on the lean angle and at a high level. Above all, the predecessor’s ABS, which intervenes at an early stage, has so far been a problem with sporty driving and especially on track days. Now still on the safe side, the anti-lock device never intervenes on the road. The same goes for the slide and wheelie control (called lift control), which prevents the rollover backwards when the front wheel rises, regardless of the traction control, and the new shift assistant, finally also with a blipper. It changes gears precisely without shifting bumps in the revised transmission with new shift forks and longer first and second gears. The blipper doesn’t necessarily like very low speeds.
The new 3.5 inch TFT cockpit is another massive improvement. The display itself can still be read in an acceptable manner in backlit conditions, the menu navigation is intuitive, the operation on the right (!) Handlebar end requires a little sensitivity. Absolutely appropriate for the price (see below). Switching back and forth between the four throttle modes while driving is not a problem, the three-way traction control can only be switched off when the vehicle is stationary. The progression of the throttle grip changes significantly, 1 means a lot of power with little turning angle. This mode turned out to be very suitable for the brisk lap of the country road, it creates what feels like the most direct connection to the new triple, which you actually can’t get close enough to. Mode 2 and 3 are suitable for more relaxed driving. 4 means gentle plus reduced peak power, so it could too “Rain” to be named.
Yamaha
The new 3.5 inch TFT cockpit is another massive improvement. The display itself can still be read in an acceptable manner in backlit conditions, the menu navigation is intuitive, and the operation on the right (!) End of the handlebar requires a bit of sensitivity.
Pillion passenger
A passenger always feels welcome in the second row of the MT-09. The continuous bench cushions his or her buttocks quite hard, the knee angle is acute and you don’t have much space to the rear. So hold on to the driver, which is recommended for safety anyway. Sitting at a height similar to that of the pilot, you have to look over one shoulder if you want to see where the journey is headed. Before starting the big tour for two, the spring preload should be increased at the rear. The right hook wrench can conveniently be found in the on-board tool kit.
design
The hardest thing at the end: The MT-09 looks futuristically puzzled from the new LED headlights, flanked by two LED daytime running light strips – also found on the MT-07. Subjective opinion: Looks much better in real life than in the photos, but the lower triple clamp with the horn screwed to it, which is visible under the high-seated mask, looks a bit naked. The reduced design with a prominent, beautifully painted frame is harmonious, the appearance of the materials fits, many visible screw connections give the new MT-09 a radical, transformer-like overall appearance.
leaked
The MT-09 looks futuristically puzzled from the new LED headlights, flanked by two LED daytime running light strips. Subjective opinion: Looks much better in real life than in the photos.
Competitive price
The standard MT-09 is available from March for 9799 euros (including ancillary costs) in the colors Storm Fluo, Icon Blue and Tech Black at retailers, the SP is available for 11,599 euros. For statisticians: 96 dB (A) standing noise are entered.
It wasn’t ready for the test. As before, the SP version of the Kayaba fork has an Ohlins shock absorber. The SP fork now has separately adjustable low and high-speed pressure damping. Electronic cruise control is also available from – for “Sports performance” known to be essential.
Conclusion
With the update, Yamaha takes the MT-09 to a new level. The seating position with the high handlebars remains, but technically the MT is now right at the front of the class again. Currently, the MT-09 is actually the top naked of the Japanese. The MT-10 SP, which has not yet been updated, cannot (yet) keep up with this configuration.
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