2017 Yamaha MT-09 review: mult (r) iples pleasures !
Having become a bestseller in just four years, the Yamaha MT-09 is full of positive developments for 2017: revised design, improved ergonomics, increased equipment … And its 847 cc three-cylinder, in all that ? Rest assured: Euro4 hasn’t made him lose any of his exciting character! Test.
Page 2 – Dynamics: more rigor and efficiency
Start of the test on the seafront, not far from Palma de Marjorque (Balearic Islands): the sun is shining in a clear sky for the moment, the temperatures are incredibly mild (up to 18 ° C: hello shock thermal for a Parisian test driver!) and the 2017 MT-09 plays with city traffic, thanks to its unparalleled agility that it derives from its frame and its sporty geometry, allied to its featherweight of 193 kg.
Despite an increase of 2 kg justified by its new equipment, the Yamaha continues to complex its Japanese rivals such as the aging (222 kg) and the recent (209 kg). Even the, however lightened by 18.5 kg, will have to tuck in the stomach with its 210.5 kg! Only European competition rivals, like the slender (182.5 kg) which also takes advantage of its 172 cc less. The situation differs with the larger displacement roadster at Triumph, the 1050 cc, which admits 212 kg .
Turning the MT-09 is all the more obvious as its wide, slightly curved handlebars give it a large leverage. A slight pressure on its footrests – set high enough – is also enough to tip this real toy from pif to paf, without any hesitation or inertia. The MT-09 does not dive into a curve: it rushes in with frenzy and spontaneity, as if it had a personal score to settle with the chord stitch !
The result is an astonishing impression of lightness and liveliness, omnipresent in all phases of driving. Almost too much in some cases, such as when changing angles at high speed … Remaining flexible on the steering and carrying weight on the front is imperative during high throttle maneuvers, under penalty of feeling the front axle shed under the ramming of the CP3 engine.
At this moment, the benefits of the driving position carried forward thanks to the raised saddle are appreciated: this allows to naturally "load" the front axle, a reflex more difficult to achieve previously due to a hybrid position, between roadster and trail. And this gain in dynamics does not serve too much accessibility (a pilot of 1.75 m touches flat on both sides) because the bike remains formidably thin at the crotch thanks to its general compactness and its small tank of 14 liters.
On the other hand, this redesigned and flattened saddle is passable in terms of support and comfort: little padded, it forms a kind of bowl on its front part, not very pleasant under braking. Finally, let’s end this ergonomics chapter by regretting that the right calf easily comes into contact with the clutch housing when stationary.
Vitamins and fun, but not always precise
A few turns are enough to see that the new fork absorbs transfers much better, dipping much less under braking. On the other hand, it goes up a little too quickly when releasing the brake, which disturbs the directional precision at the start of the incline. Good news: its possibilities for additional adjustments should allow for a better compromise, at least in accordance with individual preferences..
Another positive point: the rear suspension has also improved thanks to new more rigorous calibrations. Its annoying tendency to break up and slump under strong constraints is practically erased, but not completely: in "rally" driving, exits from full throttle curves end up compromising the hold of the spring, the configuration of which preserves comfort. to the detriment of pure efficiency.
With its original settings – MNC did not have time to test others -, the MT-09 2017 remains a notch below the sporting references, like the Street Triple: if the Yamaha turns out to be sharp like a scalpel, its "incisions" on the bitumen do not have the rigor of a surgical instrument. Nevertheless, its progress is glaring and commendable, especially at the level of the damping cohesion between the front and the rear which is now out of criticism..
In terms of braking, no change since the device consisting of radial 4-piston calipers at the front is identical to 2016. The MT-09 retains its strong slowing power and a frank attack on the right lever, but its bite. requires dexterity due to a significant dead stroke. The rear is perfect, except that the pedal is set a bit high.
But the main course of this test is obviously the engine of the MT-09, truly the soul of this incredibly fun bike (see our). Not at all castrated by its switch to Euro4, the "3-legged" resumes at idle speed on all gears, relaunches smoothly from 2000 to 4000, then propels the motorcycle with an enjoyable resentment of 6000 at 11,500 rpm of the switch . Inertia and sluggishness, the CP3 does not know !
115 hp of fire !
Lifting the front wheel with a good throttle in second is a formality, like on a more powerful motorcycle. In view of its lightning accelerations, we come to forget that the engine develops "only" 115 hp. Between two bends negotiated drum beating the drool banana on the lips, MNC says to himself that with such a yield, that is more than enough !
Stalled at 90 km / h in sixth at 3,750 rpm (5,250 rpm at 130 km / h), this engine as lively as it is lively also has the quality of little vibration (barely a few shudders underfoot at the acceleration). The new clutch is exquisitely soft (thank you for the new anti-dribble device!), But its attachment point is quite far away, making it sometimes difficult to manage disc slip.
The new shifter turns out to be efficient and pleasant, although less responsive and gentle than that of the. Nothing really surprising, even if Yamaha claims that this device derives from its Superbike. On a few occasions, the locking on the descent was however catchy: in general, the selection could become more fluid and smoother.
The same goes for the injection calibration, which can still be improved despite real progress compared to the first versions. The go-around lacks a hint of progressiveness and transparency to fully convince, including in the softer mode ("B"). The "A" is downright brutal, while the "Standard" is logically in between (all electronic details on page 4).
With practice, this opening of the throttle ends up being tamed in the absence of being completely forgotten. In this respect, the progression appears significant compared to the previous model. But in certain circumstances, its rough behavior remains awkward, such as during maneuvers requiring dexterity or in the rain and on slippery asphalt, which was the case during the second part of our test. !
In these conditions of precarious grip, the connection between the accelerator and the rear wheel must be as fine and precise as possible. However, these two qualities are not yet fully acquired by the ride-by-wire of the MT-09, especially on the "cut-off" phases of the throttle. We console ourselves with its excellent traction, which reduces the discreet interventions of its traction control to a minimum..
Verdict: the best price / sensation ratio !
Better equipped and better suspended, the MT-09 performs flawlessly for the first transformation of its young career. Moreover, even if his stylistic alterations will not be to everyone’s taste, they bring balance to his line. Not to mention its full LED lighting, both more sophisticated and efficient: "thanks" to the rain and the dark cloud cover, MNC was able to observe the very good range of its beam..
Another reason for satisfaction: its engine enthusiasm remained intact despite the switch to Euro4. Rare are the motorcycles to deliver mechanical sensations of such intensity, especially in this range of power: certain rivals of several tens of additional horses do not offer as much, penalized by their higher weight. In this, the MT-09 has lost nothing of its playful side, even a nothing "bitchy": of all the motorcycles of Japanese production, it is among the most sassy and sensational, in the true sense of the term..
In view of its qualities, advertising a commercial box does not therefore constitute a major risk-taking for MNC! Especially when you integrate your price into the equation: € 8,999, or 709 euros more than when it was released at the end of 2013. A significant increase at first glance, but that should be put in perspective of its developments: anti-skating (in 2016), shifter, anti-dribble clutch, better quality fork … Which competitors can say the same at this price level ?
In the end, even if its rear shock absorber could be a little more rigorous and that its ride-by-wire would benefit from being more precise, the sum of the qualities of the MT-09 far outweighs its few weaknesses. A well-deserved plebiscite for Yamaha, which is legitimately reaping the fruits of its daring when others continue to pay for their inaction in the face of the crisis…
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