Yamaha MT-09 with HH Race-Tech suspension in the test

Yamaha MT-09 with HH Race-Tech suspension in the test
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Yamaha MT-09 with HH Race-Tech suspension in the test

Yamaha MT-09 with HH Race-Tech suspension in the test

Yamaha MT-09 with HH Race-Tech suspension in the test

Yamaha MT-09 with HH Race-Tech suspension in the test

30th photos

Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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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.

Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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The effective four-piston fixed calipers would also look good in an athlete.

Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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The elbows wind out from under the radiator for maximum length and torque.

Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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The frame consists of two cast parts screwed together.

Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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Raised handlebar stands for an upright sitting position. The handlebars do not cover the adjustment elements of the fork.

Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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Using the mode button, the injection modes can be changed quite easily while driving.

Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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The cockpit is difficult to read, playful and cannot be operated from the handlebars.

Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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… and the Yamaha FZ8.

Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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… Triumph Street Triple …

Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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Competitors: Ducati Monster 796 …

Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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Ground clearance and grip reserves allow enormous lean angles.

Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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Looks smart: seat lock with cover flap. But dirty fingers are programmed.

Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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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.

Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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

Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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The three-in-two exhaust system was typical of the XS three-cylinder and ensured a symmetrical appearance.

Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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For a tourer, of course, only one cardan is possible. For this one there was development aid from Porsche and Getrag.

Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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

Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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Engine: The power curve strives upwards in an almost exemplary manner and still offers around 1000 rpm over-rev reserve, which is not needed in practice. The increase at 5500 rpm is not so noticeable.

Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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Transmission: The gear diagram clearly shows the first four and the longer last two speed steps.

Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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Braking: Before the ABS control kicks in, the radially screwed four-piston brake system of the MT-09 shines with a 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.

Yamaha MT-09 with HH Race-Tech suspension in the test
fact / Joachim Schahl

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Yamaha MT-09 with HH Race-Tech suspension in the test

Tight instead of slack

We rode the Yamaha MT-09 with the HH Race-Tech suspension and tested it against the standard MT-09.

A snarling, 115 hp three-cylinder engine in a handy chassis and fair priced at 8165 euros – with this combination, the impressed Yamaha MT-09. However: While the red pencil left hardly any traces on the workmanship and the engine of the naked bike, the sharp calculation is clearly noticeable on the spring elements. On the standard shock absorber, the practical adjustment range of the rebound damping ends after only 0.5 of the total of 2.5 available turns of the adjustment screw. The standard fork (rebound damping in the right stile) is also underdamped and only keeps the front under control when the adjusting screw is completely closed. If you want to use the Playmobil’s potential on country roads or even in two-person operation, you need more reserves.

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Yamaha MT-09 with HH Race-Tech suspension in the test

Yamaha MT-09 with HH Race-Tech suspension in the test
Tight instead of slack

Damping significantly smoother even when stationary

The result: In direct comparison, the damping feels significantly smoother even when the vehicle is stationary, and the adjustment range on the fork and shock absorber covers a huge range. And the renovation is also immediately noticeable in the Eckenwetz. Pumping and swinging over bumps in the ground prevents the converted Yamaha MT-09. In addition, the front dips less when braking harder, and the rear moves higher even under tension. The more undulating the country road, the greater the difference to the gummy driving behavior in standard trim.

However: The comfort with which the MT-09 is pleasing at a moderate speed remains largely by the wayside after the intervention. On this side of the last groove – and thus for the majority of bikers – softer springs could certainly correct this set-up. And thus the potential of the retrofit strut, which is also quite inexpensive at 464 euros, and the fork conversion (774 euros) really come into its own. The Yamaha MT-09 would definitely have deserved it.

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