Punchin’ above its weight
Tucks and tweaks allow the new to worry supernaked big hitters… Yamaha MT-09
More aggressive geometry, stiffer suspension, lower ’bars and higher ’pegs. Hmm. Perhaps what’s always endeared the Yamaha MT-09 to us the most has been how it blends excitement and an underlying cheekiness with friendliness and usability, but the tweaks for this year’s update suggest Yamaha have made it sportier. Nowt wrong with that, if that’s what you fancy – after all, Triumph shift plenty of Street Triple RSS and we love a fruity KTM Duke (see the new 990, page 84). But as there’s also a souped-up SP, we’re not sure we wanted a pointier MT-09. And so let’s release a collective phew. Yes, the latest MT-09 moves closer to sportier rivals
– but it still retains a high level of comfort and that brilliant usability.
Changes to the chassis and riding stance do make it a bit more engaging to ride. The ’bars are 34.4mm lower and 1.5mm closer, while the ’pegs are 30.6mm back and 9.5mm higher, tipping you towards the front end. More poised and aggressive, the riding position gives greater feedback and a finer sense of control through the ’bars. With steering geometry that’s a little sharper and front forks that use stiffer springs, there’s more precision when tipping into corners and the MT-09 is happier maintaining its trajectory at lean, too. So yes, handling is improved. A new master cylinder increases feel at the lever and delivers more initial brake bite. Crucially, despite all this the Yam still isn’t as sporty and focused as other sub-1000cc nakeds. The rear monoshock has been softened slightly, so makes a better fist of dealing with ropy tarmac, potholes and ‘traffic calming’. It’s still roomy, and with a new and more cosseting seat is as comfy as any naked can be over a full riding day. Other updates include a bigger five-inch TFT display with connectivity as standard, a slick two-way quickshifter, self-cancelling indicators, cruise, and a USB-C socket under the seat.
Then there are the electronic whatnots, of which there are many; with a six-axis IMU you get lean-aware traction control, ABS, wheelie control, new motor slip regulation to banish chatter and hopping on clumsy downshifts, plus a gaggle of rider modes. It all works efficiently and smoothly, and it’s a serious bundle of tech on a bike that’s just a smidge over ten grand. Yamaha haven’t messed with the engine, which is fine as it was already perfectly fabulous. The 890cc inline three is one of the most engaging, flexible, colourful and addictive engines of any bike, regardless of type or cost, and surely one of the main reasons for Yam having sold 100,000 examples of the MT-09 since its introduction – just in Europe. What makes the ‘CP3’ engine so magnificent is having such a wide operating window. With 69 lb.ft of torque, it hauls from the depths of its rev range and is happy being left several gears too high. The midrange is perky, playful and punchy, pulling with the gusto of a bike with far more than its claimed 117bhp peak. It pulls hard to the upper reaches, all while emitting a delicious sound – Yamaha have used cunning in designing the air intakes to accentuate the sound, and the MT has a wonderful roar. Four engine modes alter the throttle map. Mode one gives more power than you’ve asked for with the twistgrip, to increase the sense of response, although it’s a bit too aggressive. Two strikes the perfect balance of not being too snappy while still being impressively responsive. Three and four make things increasingly squidgy. Yamaha’s £10,100 asking price looks more than reasonable for this specification and dynamic, and though a few hundred pricier it has an extra eight shunts of torque, cruise control and more advanced electronics than the Triumph Street Triple R, its obvious rival. In fact, the new MT-09 is so exciting and complete it could tease buyers away from its big-brother MT-10 (£14,310) and the BMW S1000R (£13,100). Yes, that good.
‘It’s moved closer to sportier rivals but retains a high level of comfort and that brilliant usability’