Yamaha MT-09 in the top test

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Yamaha MT-09 in the top test

Queuing for the fleet manager

There is movement in the middle class. The Yamaha MT-09 is preparing to stir up the established competition with a well-presented three-cylinder.

W.hen editors queue up to give the keys to test motorcycles or listen to the driving experiences with a new motorcycle at the morning conference, the matter is actually clear: there is another innovation with spectacular performance data or technically sophisticated high-end solutions. Gold a desirable exotic.

Yamaha MT-09 in the top test

Queuing for the fleet manager

Yamaha MT-09 things are a little different. 115 hp in a mid-range naked bike, that doesn’t sound particularly exciting at first. That they come from an 850 three-cylinder, on the other hand, is more likely. The fact that this comes with a juicy torque curve and only weighs around 190 kilograms makes you prick up your ears. And at the latest at a price of just under 8,000 euros with ABS, things get really interesting.

fact / Joachim Schahl

Whether a quick after-work round or a leisurely ride, the MT-09 cuts a fine figure everywhere. And her three-cylinder is in a good mood.

Outwardly, the Yamaha MT-09 looks like a mixture of roadster and supermoto. The seat and waist are so narrow that even the slim Ducati athletes could be jealous. The still moderate 810 mm seat height is not a serious hurdle even for less long-legged people. Without complaining, the three-cylinder takes up work even after damp, cool nights and runs smoothly after a few meters. Small turning circle, relaxed seating position, handlebars that are not too wide and a favorable center of gravity, the MT-09 masters the tight bustle of the city center with its left hand.

Measured against the current three-cylinder Benelli, MV or Triumph, which announce their uneven number of cylinders with self-confident growling, hissing and groaning, the Yamaha MT-09 is acoustically well-behaved. Almost as if she wanted to conceal her construction method somewhat shyly. But doesn’t need it at all. After all, triplets have a certain – if short – tradition at Yamaha. The well-muffled triplet sound is pleasantly discreet in the ear. And the MT-09 drive certainly doesn’t have to hide from the rest of the three-cylinder gang.

So full, so powerful, so even

Forget about squinting at high performance, folks. When an engine pushes so full, so powerfully and evenly from the very bottom to the highest positions, top performance becomes secondary. In any case, our respect is assured to the Yamaha engine developers. Because the way the Yamaha MT-09 pushes forward just above idle is great.

Three riding modes are available, which can be easily changed from the handlebars while the throttle is closed: A, Standard and B. All three provide full power, they only differ in throttle response and power delivery. The standard mode, which is automatically active after every start, provides quite accentuated load changes and direct, biting throttle response. The Yamaha MT-09 is even more aggressive, almost over-motivated, in A mode on the gas. Sooner or later you end up with the gentlest, the B mode, which offers direct throttle response and the softest load changes. The MT-09 can easily purr through the town in sixth gear. And once the city limits have been reached, all that is needed is a twist of the throttle, and the rest is done by the full torque. A look at the performance diagram reveals why. The torque practically never drops below 70 Nm.

fact / Joachim Schahl

Ground clearance and grip reserves allow enormous lean angles.

Every corner exit is a celebration. Open the tap and the Yamaha MT-09 snaps forward. Almost no matter which gear and which engine speed you have. Lively, even, powerful and without the hint of a hangover. When sprinting from corner to corner, the Yamaha is in its element. It’s fantastic how this engine combines pulling power and high revving power. Because with all its acceleration, it does not shy away from high speeds of up to over 11,000 rpm – and thus rotates as high as the comparatively bloodless FZ8 unit from the same company. Although the vigor drops off again from 10,000 rpm, that is only of marginal interest. The MT-09 unit generates its sovereign dynamics and even power delivery without a flap in the pretty stubby exhaust.

Yamaha has chosen the gear ratios extremely well. The first four gears are short, in line with practice, while the last two are long, reducing engine speed and fuel consumption. Whereby the sixth theoretically reaches up to 260 km / h – in practice it is limited to a real 210. The pulling power in the last gear is not affected by the long gear ratio. Do you want to pay? In sixth gear, the Yamaha MT-09 can keep up with a Honda CB 1000 R from 60 to 140 km / h, for example. At least up to 100 km / h with a BMW S 1000 RR. Very impressive.

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The transmission of the Yamaha MT-09 receives criticism

The unit, which is equipped with a balancer shaft, runs extremely smoothly over a wide speed range. Only between 5000 and 8000 rpm do noticeable but never annoying vibrations penetrate the driver, especially under load, and then subside again. That runs more under character. But where there is a lot of light, there is always some shade. If perhaps it is mainly fine spirits who complain about the bright singing that mixes with the subtle rumble of the engine at 4000 rpm, the gearbox of the Yamaha MT-09 will earn more criticism. For the audible impact with which first gear engages and the bony gear changes. But one cannot blame the famous drive for much more.

This three-cylinder is a great achievement and a clever move from Yamaha. It is extremely stress-free, speed-saving and easy on the nerves to drive. Still fiery enough to inspire even the most demanding of minds. It already runs in a cultivated manner, where a twin is still unwillingly shaking. Is lighter and cheaper than a four-cylinder, whose theoretically greater power output does not really stand out at high engine speeds on the country road. And sounds charming too. Hat!

Yamaha MT-09 is one of the lightest in its class

The chassis also does its job properly, but does not play at this high level. The Yamaha MT-09 is wonderfully handy, especially in tight turns. It can be swiveled from one inclined position to the next without much effort. The low weight is of course also noticeable here. With ABS, the editorial scale reports a slim 192 kilograms. A peak value. This makes it one of the lightest in its class, along with the MV Agusta Brutale 800 and Triumph Street Triple – all three-cylinder. Your engine is said to save ten kilograms compared to the FZ-8 unit.

Yamaha MT-09 test ride video

While the Croatian test MT-09 of the first comparison (MOTORRAD 23/2013) rolled on the Dunlop D 214 "L", which is also available in Germany as an alternative as the first tire, our test machine carried Bridgestone S20 with special specification "M". Not only do they deliver great grip and confidence from the first meter, they also make the MT-09 zigzag much more readily into the corners. But with all the enchanting dynamics, the Yamaha MT-09 always requires a little pressure on the inside of the handlebar end to turn in and to stay on course in an inclined position, which ultimately does not seem particularly neutral. That is a little surprising. Because despite all the agility, the chassis geometry with 65 degrees steering angle and 102 millimeters of caster is not mercilessly designed for handiness, but rather moderately.

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Front a little nervous in a great incline

The front looks a bit nervous and sensitive when sloping, which is why bumps make it easy to set up using the steering. And chased courageously over winding streets, there is movement in the chassis. The coordination of the spring elements is ultimately more committed to comfort than crisp, firm sportiness, but strikes a good balance between comfortable and sufficiently firm. Which also corresponds to the essence of the Yamaha MT-09. 

Because let’s leave the church in the village, the Yamaha MT-09 doesn’t even want to be a racing file. And she always goes along at a brisk pace. Not only thanks to the abundant lean angle. The spring elements, which can be adjusted in preload and rebound, respond well and neatly put away edges and joints, even in an inclined position, without the Yamaha getting out of step. Which is why comfort is not neglected even on second-class asphalt. A bit more punch reserves in the fork and a larger adjustment range of the rebound stages at the front and rear would still not be an exaggerated luxury. 

During a short intermediate spurt on the motorway, the MT-09 accelerates in no time at all and without much starting up to the electronically restricted top speed of 210 km / h. In these speed regions she could actually be more comfortable and is receptive to suggestions from the handlebars. Not worrying, but palpable. But top-speed brawling is not their purpose at all. And enjoyment in the saddle of the Yamaha MT-09 is not neglected.

Nevertheless, a stop is due after a good 300 kilometers. Not because the bottom hurts or the Yamaha MT-09 is a drunkard. On the contrary: 4.4 liters per 100 kilometers, you can’t complain. But 14 liters of tank capacity, of which the last liter can only be dripped in with a lot of patience, does not allow more range. In any case, the driver would last longer on the tightly padded bench. Also because the high-mounted handlebars enable an upright, relaxed sitting position. 

Narrow seat bun for pillion passengers

The pillion is not quite as comfortable. On the contrary: the narrow seat bun and the fairly high notches require a lot of takers. The landing gear can handle an additional passenger well. In view of the 173 kg payload, extended vacation trips for two are likely to remain the exception. Especially since one looks in vain for fastening options for luggage except for two hooks on the pillion pegs and the back of the pillion enjoys little splash protection in the rain. When braking, the Yamaha MT-09 doesn’t leave its crew out in the rain.

Although the MT-09 competes in a very price-sensitive segment, Yamaha gave it up and instead of cheap floating caliper brakes, donated the typical Yamaha radially mounted one-piece four-piston calipers with screwed-in covers. And they’re a bank. Two fingers are enough to let them grasp spontaneously and forcefully with little hand force. Even at high speed, the brakes bite confidently and at the same time finely dosed. They receive support from an ABS, which regulates safely, albeit at somewhat long intervals. The fine stoppers fit seamlessly into the neatly processed image of the MT-09. Whether pretty ten-spoke rims, neat aluminum pegs, strut deflection or neatly laid cables, the Yamaha MT-09 makes a consistently high-quality impression, although the two-part, screwed frame or the cockpit that cannot be operated from the handlebars testify to the cost pressure. So the Yamaha should cause the competition to frown thoughtfully and shake up the pecking order in the middle class.

Technical specifications

Engine:
Water-cooled three-cylinder four-stroke in-line engine, one balancer shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection Ø 41 mm, regulated catalytic converter, alternator 415 W , battery 12 V / 9 Ah, mechanically operated multi-disc oil bath clutch, Six-speed gearbox, O-ring chain,
Secondary gear ratio 45:16.

Bore x stroke 78.0 x 59.1 mm

Displacement 847 cm³

Compression ratio 11.5: 1

rated capacity 84.6 kW (115 PS) at 10,000 rpm

Max. Torque 88 Nm at 8500 rpm

Landing gear:

Bridge frame made of cast aluminum, upside-down fork, Ø 41 mm, adjustable spring base and rebound stage damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base and rebound stage damping, double disc brake at the front, Ø 298 mm, four-piston fixed calipers, disc brake at the rear, Ø 245 mm, Single piston floating caliper.

Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17
Tires in the test: Bridgestone S20 "M"

Dimensions + weight:

Wheelbase 1440 mm, steering head angle 65.0 degrees, caster 103 mm, spring travel f / h 137/130 mm, permissible total weight 365 kg, tank capacity 14.0 liters.

Data service:

Service intervals 10,000 km

Oil and filter change every 10 000 km / 2.7 l

Engine oil SAE 10W40

Spark plugs NGK CPR9EA9

Idle speed 1200 ± 100 / min

guarantee two years

Colors Blue, purple, orange, gray

price 7.495 euros

Price test motorcycle 7,995 euros

Additional costs around 170 euros

Set up at the top test

fork

Rebound 0.25 turns

5 preload rings

Air pressure 2.5 bar

Strut

Rebound 0.5 turns *

Preload level 4

Air pressure 2.9 bar

Noticed

fact / Joachim Schahl

The oil filler neck is difficult to reach in a niche in the clutch cover.

The butted aluminum handlebar The quality workmanship and equipment as well as the very good initial tires with Bridgestone S2 testify to the quality.

The pretty banana wing is not assembled from aluminum sheets as is the case with athletes, even if it gives the impression, but only a cast construction. But it has a solid guide for the chain tensioner.

The rear brake can be finely dosed and packs well.

The oil filler neck sits in a niche in the clutch cover that is difficult to reach. In addition, the tool kit is cheap and not very extensive. Tensioning the chain using the on-board tool kit is not possible while on the move.

The mirror arms should be a little longer.

MOTORCYCLE measurements

fact / Joachim Schahl

You can feel what the diagram shows in practice. Namely pressure from the spot. The performance curve strives upwards in an almost exemplary fashion and still offers around 1000 rpm over-rev reserve, which is not needed in practice.

Top speed 210 km / h

acceleration

0-100 km / h 3.3 sec

0–140 km / h 5.4 sec

0-200 km / h 11.5 sec

Draft

60–100 km / h 3.3 sec

100–140 km / h 4.0 sec

140-180 km / h4.4 sec

Speedometer deviation

Effective (display 50/100) 47/94 km / h

Tachometer deviation

Display red area 11,500 / min

Effective 11,500 rpm

fact / Joachim Schahl

The gear diagram clearly shows the more closely spaced first four and the longer last two speed steps.

consumption

At 130 km / h 4.9 l / 100 km

Country road 4.4 l / 100 km

Theor. Range road 318 km

Fuel typeSuper

DIMENSIONS + WEIGHTS

L / W / H2100 / 900/1270 mm

Seat height 810 mm

Handlebar height 1070 mm

Turning circle 5700 mm

Weight with a full tank 192 kg

Payload173 kg

Wheel load distribution f / r 51/49%

fact / Joachim Schahl

Brakes.

Before the ABS control begins, the radially screwed four-piston brake system of the MT-09 shines with high braking effect and good controllability. The pressure point remains stable even when decelerating from high speed. Only in the ABS control range are the control intervals a little too coarse.

Handling course I (fast slalom)
Lap time 19.6 sec
Reference Street Triple 20.6 sec
Vmax at the measuring point 110.5 km / h
Reference Street Triple 112.0 km / h

How? ‘Or’ What: Quick start and good pulling power between the pylons. Despite the almost completely closed rebound stages, movement in the chassis remained.

Handling course II (slow slalom)
Lap time 28.4 sec
Reference Street Triple 28.6 sec
Vmax at the measuring point 52.3 km / h
Reference Street Triple 52.8 km / h

How? ‘Or’ What: The Bridgestone S20 provide good feedback down to deep lean angles. Very easy turning, but a bit wobbly in curves. A hard throttle response interferes with load changes in A and standard mode.

Circular path (Diameter 46 meters)
Lap time 10.5 sec
Reference Street Trible 10.3 sec
Vmax at the measuring point 52 km / h
Reference Street Trible 52.5 km / h

How? ‘Or’ What: The rest stops very late. The detention limit of the S20 has not yet been reached. In an inclined position, a slight erection moment, e.g. B. on bumps.

Brake measurement from 100 km / h
Braking distance 41.5 m
Reference Street Triple 42.8 m

MOTORCYCLE scoring

engine

The engine is the highlight of the Yamaha MT-09. The combination of pulling power and revving is great, its wide usable speed range is excellent. The fact that it also runs quite smoothly is also pleasing. And at least in the gentle B mode, the load changes hardly give cause for criticism. The bony transmission, however, is reminiscent of the first R6 models. The gear ratio proves to be practical.

184 points with a maximum score of 250.

landing gear

Another strength of the Yamaha MT-09 is its handiness, which is one of the best in its class. But the tendency to turn the handlebars towards the inside of the curve prevents better evaluations of steering precision and neutrality in the lean position. The stability at top speed could also be better. On the other hand, we especially like the fork with its fine response. Only for rough pace is the damping of the spring elements too soft and the adjustment range of the rebound stage too small.

171 points with a maximum score of 250.

everyday life

Quite comfortably housed, the pilot lodges behind the tall handlebars. While backbenchers should mainly complain about the high-mounted pegs. The sparse attachment options for luggage and the small payload should not be. The small 14 liter tank primarily helps to keep the weight down. The Yamaha MT-09 still achieves acceptable ranges thanks to its low consumption. The workmanship is quite impressive, especially considering the price.

133 points with a maximum score of 250.

security

These brakes are a treat. Great to grab and easy to dose. In the event of emergency braking, the Yamaha MT-09 remains stable in its lane, even with two people, although the fork dips down to the stop. The erection moment is noticeable, but still acceptable.

108 points with a maximum score of 150.

costs

Yamaha does not offer more than the usual two-year guarantee. But the low consumption brings some points.  

60 points with a maximum score of 100.

Overall rating

That can really be seen. Ordinary point yield, low cost price, results in the best rating so far.

Price-performance rating 1.0

Conclusion

Middle class equals mediocrity? Those times are long gone. The Yamaha MT-09 demonstrates this impressively. It combines sociability with powerful dynamism. Even if your engine is the highlight, the concept as a whole stands out. The competition is likely to have to nibble at this. Especially since this drive also fits well into some other model concepts. In any case, attachment points on the steering head for a fairing bracket are already available. And the price is a challenge.

Original machine Yamaha XS 750 (Bj. 1977)

fact / Joachim Schahl

The XS first appeared with 750, later with 850 cm3, the spoked wheels are a rare modification.

When Yamaha presented the XS 750 in 1977, three-cylinder cylinders were still exotic exceptions. The remarkable thing about it, besides the number of cylinders, was that its engine was developed with the help of Porsche. The result was a thoroughly modern design with a 120 degree crank pin offset, two overhead camshafts and bucket tappets. But that is where the similarities between the ancestor and her granddaughter end. Because any sporting ambitions were alien to the XS. They forbade themselves just because of the impressive weight of 257 kilograms.

If the Yamaha MT-09 brings thrilling dynamics and comfort under one roof, the XS was clearly designed as a comfortable tourer. As a result, a cardan developed by Porsche and transmission specialist Getrag took over the secondary drive. The primary drive was via a heavy primary chain. With just two valves per cylinder and a practically square bore / stroke ratio of 68 x 68.1 mm, the initially 64 hp XS was more geared towards good pulling than sparkling top performance. Accordingly, she slurped her fresh gas through small 34 carburetors. A good but thirsty workhorse. A real all-rounder, on the other hand, is the economical MT-09 treble with its 41 mm throttle valve.

The top performance of the XS was at 7200 rpm, the red area at 9000 rpm. Compared to its 85 PS liter output, the 135 PS / liter of the Yamaha MT-09 look gigantic. The XS could only dream of speeds of up to over 11,000 rpm. With a bore / stroke ratio of 78.0 x 59.1 mm, the MT is also designed with a significantly shorter stroke and therefore more easy-turning than the XS, but still a little longer than its current three-cylinder competition. The mean piston speed of the MT-09 at the nominal speed of 19.7 m / s is still within limits. The XS even stopped at a leisurely 16.5 m / s. So after three and a half decades, the family resemblance is limited to the fine running culture and the sound. But while the XS 750 was never a real bestseller, the MT-09 should have a bright future.

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