Yamaha MT-09 SP test

Menus

• A high-end and sporty version of Yamaha’s favorite roadster
• Three cylinders in line, 847 cm3, 115 hp at 10,000 rpm, 8.9 m / kg at 8,500 rpm, 193 kilos, € 10,499
• Discovery
• In the saddle
• Engine and transmission
• In the city
• On motorways and main roads
• On departmental
• Part-cycle
• Brakes
• Comfort and duo
• Consumption & autonomy
• Conclusion
• The video test of the Yamaha MT-09 SP

A high-end and sporty version of Yamaha’s favorite roadster

Three cylinders in line, 847 cm3, 115 hp at 10,000 rpm, 8.9 m / kg at 8,500 rpm, 193 kilos, € 10,499

Big commercial success that this MT-09, which climbed again this year (well, in 2017), in second position of the "big" roadsters (having conquered 1950 new fans, while being however preceded by the Kawasaki Z 900, sold at 2288 copies). Big box and nice repositioning of Yamaha, which has managed to forget the lineage of the FZ8 & FZ1, with this machine much more sparkling and, it must be said, a little less versatile, too.

Less versatile and not quite successful either, moreover: when it appeared at the end of 2013, the MT-09 suffered from too brutal management of the electronic ride-by-wire accelerator (a problem that affected heavy-duty machines). random manner and which will never really be regulated in concession on the first vintages) while the sin of the engine damaged the suspensions. In terms of versatility, however, Yamaha responded with the 900 Tracer, more liveable in all circumstances, a Tracer 900 declined in GT also revised for this 2018 vintage..

Over time, Yamaha has refined its MT-09: early 2016, with the MT-09 TCS model. The MT-09 is therefore equipped with traction control and revised management of maps and the accelerator. Then, in 2017, the MT-09 refines its look with a front inspired by the two optics of the MT-10, for a fairly manga design that appeals to buyers of the category, as evidenced by the success of the Z series. the rear shock absorber was still too flexible in somewhat sporty use.

For 2018, the MT-09 SP has the dual objective of offering a top-of-the-range version of the turbulent Japanese roadster, while silencing the critics of those who felt the handling was not rigorous enough..

Discovery

On the look side, no revolution since the last evolution that appeared in 2017, but an evolution that comes in the “premium” line of the SP models dear to Yamaha. So, just like on the R1M, we find a black and gray livery with blue facings (rims, stitching on the saddle) and, to make it even more "dark side of Japan" and make it even more nasty, Yamaha took out the pot. of paint, not Orangina Red color, but black to cover the handlebars.

The dashboard does not change in its logic, but in its presentation: they are now clear figures on a black background, while it is the reverse on a standard MT-09.

Of course, we will probably first have recognized MS thanks to its war suspensions. In the subconscious of bikers, gold makes you drive faster! We will therefore be delighted to see this beautiful Kayaba fork, as well as on the left side, the Ohlins shock absorber, its separate cylinder and its adjustment wheel. We say to ourselves first that Yamaha could have better integrated it, but in the gatherings of young people who roll in roadsters which deposit, a beautiful shock absorber Ohlins well placed in evidence, that classifies you a man !

Thus, the SP does not revolutionize the genre MT-09, but we can not deny that this version brings a touch of sportiness accompanied by an additional street credibility..

In the saddle

Nothing changes between a normal MT-09 and an SP: the saddle height remains at 820 mm and the ergonomics are identical. The springs of psychology being full of mysteries, perhaps indeed that the black handlebars and the dashboard on a black background will put you in a state of mind of true Maasai warrior, ready to go to battle with the new suspensions, at the name of an ancestral bellicose biker tradition who worships a deity, the Bourre and who fears another, Sainte-Gamelle.

So that things go as well as possible, you will then thank the thinking heads of Yamaha for having set up a super easy to understand electronic interface: the three engine maps are adjusted by pressing the "mode" button (and it changes even when driving) on ​​the right stalk while traction control depends on a slider on the left stalk. It can be configured on three levels and can be disconnected.

Engine and transmission

Few changes here too. We find with great pleasure the three-cylinder "CrossPlane CP3" and it is always a great pleasure. Because beyond the figures, already very pleasant to contemplate (115 horsepower at 10,000 rpm and 8.9 m / kg of torque at 8,500 rpm), it is also the character and the generous personality of this engine that ‘to salute and that really contributes to the driving pleasure of this bike like no other. Supple, elastic, powerful, lively, rather melodious (I would even have preferred a little more, in terms of sound, even if it has to be recognized as relatively discreet), this engine is a real treat that bends to all uses, even if his character encourages you to abuse his generosity, which then requires great inner richness so as not to overdo his handlebars.

And suddenly, do not be impressed by the tenor of the category, the Kawasaki Z900, with its 125 horsepower and 10 m / kg of torque: of course, it also deposits, but it weighs 17 kilos more…

Despite everything, there are still a few jerks when going around in "A" mode, a little too brutal for everyday use..

The novelty, on the other hand, is the appearance in series on this SP of a shifter (up function only), but which does not manage to remove the somewhat "rough" behavior of the gearbox. Thus, I hardly ever used the shifter in town and at low speed, while on attack it is relatively fast, but sometimes the upshift does not engage as naturally as you would like..

In the city

An upright driving position, a handlebars not too wide, a flexible engine, a very correct turning radius, these are the perfect ingredients for easier urban driving. SP as it is, this machine therefore does not change the urban skills of the MT-09. However, we note that the suspensions are a little firm on the potholes and other obstacles that infest our cities. As for the engine, we praised its flexibility: it is true that it purrs on the boulevards, at 50 km / h at a little more than 2000 rpm in fourth and that we resume in third almost on the speed of slow motion. But beware: the CP3 unit is lively and well filled: a little gas and the excess speed awaits you! We also appreciate the presence of warnings for the interface.

On motorways and main roads

It is not the engine which will be the limiting factor: with a little more than 5000 rpm (the tachometer is not readable with crazy precision) at 130 km / h in sixth, there are the resource and if it is to swallow kilometers like a Bulgarian truck driver which constitutes the salt of your life, allow the Repaire to orient you on the Tracer 900, at least.

Now, we must not get the wrong target. Obviously and despite its 14 liters (only) in the tank, the MT-09 SP will take you to the end of the world, if you are motivated. But it doesn’t lie about its ambitions: it’s a fun and sporty roadster, so you will end up finding the saddle a little hard and the wind protection a little limited. Which does not solve the problem: in the 70s, bikers crossed France in duo on 125s and with such a machine they would probably have dreamed of going to the Moon..

In any case, the motor does not vibrate. The footrests set back far enough allow you to arch your back a bit to fight the wind, stability isn’t a problem at high speeds, and the CP3 has enough resources to make you lose all your points in a half. time.

On departmental

Finally, here is the most interesting chapter of this noble article! So let’s get into the hard and cut short, at the same time, all suspense. That’s right, what: you’ve already typed five paragraphs plus the introduction, so let’s go ahead and frankly say the MT-09 SP is a treat in terms of efficiency. First real improvement: the rear shock absorber provides real gain in traction and stability. We no longer hesitate to come out of full throttle turns, the rear axle remains stalled on its trajectory, the chassis is not the victim of parasitic movements, the bike is stable to the point that, when exiting a tight turn, we even feel the front to relieve itself with hints of wheeling. Fork side is good too (even if the most significant progress comes from the rear), the fork works well, with mass transfers well contained under braking and a good level of precision and feedback, well helped by the Bridgestone S20, very correct for this kind of machine.

Suddenly, we take a real pleasure in swallowing turns with this bike, concentrating on its conduct, knowing that the rest will follow without any problem. If the driving position remains a little straight, the wide handlebars allow you to enter bends with great liveliness, especially as the weight contained is controllable in all circumstances and never gets on board. Total happiness? Almost, except for a braking lacking a bit of bite (I who hardly ever use the rear on the road, I found myself arriving enthusiastically in a few bends to throw myself on the brake pedal to have a useful addition) and a gearbox which can remain a bit rough when upshifting, despite the shifter.

Having said that, it is obvious that these improvements only make sense if you have the drive and level to fault, or at least derive dissatisfaction from, a standard MT-09. In this case, the additional cost of 1300 euros is certainly worth it, because coming out of a series of turns with a banana instead of a grimace is priceless..

In quieter use, the two machines are already equal more, even if the suspensions of the SP remain a little firm in the context of a "ride" optic..

Part-cycle

The suspension travel has not changed: SP or not, it is still 137 mm of travel in the fork and 130 mm of travel in the shock absorber. The difference, on the other hand, is, in addition to the golden color, the origin of the suppliers. Kayaba is in charge of the fork: it now has independent settings on each tube, while the standard featured compression settings on the left tube and rebound on the right tube..

At the rear, impossible to miss this beautiful Ohlins with its separate cylinder and its adjustment wheel.

Brakes

The device is identical to that of the standard MT-09: there is a 298 mm double disc at the front clamped by 4-piston calipers and a 245 mm disc at the rear, clamped by a single caliper piston. If the ABS is a little sensitive at the rear, the quality of handling means that we would have liked a little more bite at the front..

Comfort and duo

This was never the business of the MT-09, judged a little spartan rightly and it is not the blue stitching on the saddle that will change the bottom of things. Wind protection is inevitably non-existent, the saddle is a little firm, the duo will be reserved for petite and amorous Geraldines: spartan saddle, legs folded, no support hoop and a 3-cylinder that deposits well! Nice program, no ?

In all cases, however, it should be noted that the suspensions, for more effective they are, remain firm as a whole..

Consumption & autonomy

With only 14 liters in the tank, we tell ourselves that the MT-09 SP does not have all the attributes of the grand tourer. Unless it consumes 2 liters per hundred, which would be known after almost 5 years of marketing. We are not there, but it is not a chasm either. I got out of this test an average of 6.4 l / 100, after mixed city / countryside use and still having pulled in a little (it is because she encourages it, the rascal). Suddenly, we can aim for a passage in reserve around 180 kilometers and a range that borders on 230 kilometers. Given the level of comfort, we will be happy to refuel.

Conclusion

The MT-09 is a playful and fun motorcycle. The MT-09 SP is a playful, fun, more rigorous motorcycle that presents better. If you are demanding in terms of handling, then without hesitation, the 1300 euros difference (10499 instead of 9199) is worth the detour. More beautiful and better looked after, the SP makes you immediately see the difference from the first exit of a curve, throttle in big on bumps.

Among the Japanese, Yamaha is the only one for the moment to offer a "more" version of its roadster, pending possible a Kawasaki Z 900 R. Suddenly, we only see it as a competitor the Triumph Street Triple 765 RS (admittedly more expensive at 11,800 €), but which also offers a little more: in addition to its 123 horsepower, it has more efficient Pirelli Supercorsa SP tires, Brembo monobloc M50 calipers, a more complete dashboard , more sophisticated electronics with Track mode and an Ohlins STX40 rear shock. Suddenly, the R version of the Street Triple (€ 10,400) with its Showa suspensions, its Brembo M4.32 and its four driving modes is already more in direct competition. The game is likely to be tight. Which one would you take ?

Strong points

• Suspensions in progress
• Good motor skills
• Handling
• Lively, punchy, pleasant engine
• Shifter up as standard
• Easy-to-use electronic interface

Weak points

• Firm saddle
• Gearbox still a little rough (even with the shifter)
• Shift not down
• Spartan duo
• A few bumps in the by-wire in A mode
• Braking that could have been a bit more biting

The technical sheet of the Yamaha MT-09 SP

Test conditions

• Itinerary: a trial week with daily life in Paris and a trip to the Chevreuse valley
• Motorcycle mileage: 3400 km
• Problem encountered: none

The competition: Triumph Street Triple 765 RS

The video test of the Yamaha MT-09 SP

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