Celebrating a decade of torque-fuelled fun, the Yamaha MT-09 and MT-09SP have been sharpened with refined tech, updated chassis, and fresh styling and ergonomics. Pics: ShotbyRoth
The 2025 Yamaha MT-09 and MT-09SP mark 10 years of the CP3-powered naked with a host of updates last year. From chassis tweaks to enhanced electronics, Yamaha has taken the MT’s raw energy and added refinement without losing much edge. We test both variants.
Believe it or not, the new MT-09 bodywork is inspired by the YZ motocross bikes, which also require a high degree of freedom in riding position.
The Yamaha MT-09 has reached its 10th anniversary, and for 2025, both the standard model and the up-spec MT-09SP have undergone a thoughtful evolution that refines the original formula. With performance-focused updates, improved electronics, and subtle ergonomic tweaks, Yamaha has added more versatility and smoothness to the exciting and character-rich duo.
The new MT-09 has a steeper rake and a bit more trail than the previous version.
It still has that wild streak, but it’s now tempered with maturity, and after spending time on both models in similar conditions over a four week test period, I’m convinced this is the best MT-09 yet, but there is a bit of a catch that we will touch on later…
The core of the MT-09 is still its brilliant CP3 890cc triple, a motor that punches well above its weight in excitement. It’s punchy, torquey, and now very refined, yet still manages to sound like an angry animal even through the Euro5 pipe. With a crossplane firing order, it surges forward in that addictive, rolling wave of torque that Yamaha has perfected, now with added acoustics!
These Acoustic Amplifier Grilles are to let some of the intake sound hit you in the face. It works, and sounds great! The handlebars have two height levels to choose from. This SP version runs a fob and ignition switch.
The new intake ducts now enhance induction roar through the tank vents, making the experience even more visceral. It’s loud enough at full throttle to make you double-check if the pipe is still stock, and honestly, with the exhaust exiting beneath the bike, the symphony of mechanical mayhem is always front and centre. Pops and crackles on overrun, a howling crescendo past 6000rpm, and a top-end rush near 10,000rpm that lifts the front wheel and your spirits in one go.
Read our previous Yamaha MT Range reviews here...
I’ve tested plenty of modern bikes that offer similar mid-capacity performance, but few have matched the raw feel and character of this triple over the years. It strikes a sweet spot between high-revving supersport zing and twin-cylinder torque. And while it’s refined enough for commuting, it still rewards aggressive riding like a bigger machine would. Yamaha has managed to preserve most of that connection between throttle hand and rear wheel, even with a full suite of rider aids running behind the scenes, but the new MT-09 is more polished than it used to be. It’s not as much of a rush now…
Thanks to the updated Ride-by-Wire system, throttle response is now smooth and direct. You get selectable power modes, Sport, Street, Rain and two Custom maps (SP). There is a very clear distinction between each map, and that gives riders of all experience levels confidence to tailor the bike to suit conditions. I spent 90 per cent of the time in Street or Custom. I used one Custom map for full power and less intervention and one for an economical commuting map, which was basically Rain.
With the power dialled back and the traction control ramped up, the bike handled the slippery conditions impressively. Cornering ABS, managed by a Bosch 9.1 MP unit, worked well on testing. Just having the new assist suite in the background gives good peace of mind, and most of the time, like with any highly refined system, you just don’t notice it doing its thing in the background. Despite the ABS system, brake feel is good on the 09 and exception on the SP with its Brembo calipers. The new Brembo master-cylinder on both has made a massive improvement, but I still want bigger front discs.
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Both models come with a six-axis IMU managing everything from lean-sensitive ABS and traction control (TCS) to lift control (LIF), slide control (SCS) and Back Slip Control (BSC). These systems can be fully customised via the menu, and on the SP model, there’s even a Track mode that allows rear ABS to be disabled and engine braking to be fine-tuned.
It’s the most complete rider-assist packages in this segment we’ve seen, and it works in a way that never feels intrusive. The intervention is so smooth that most of the time, unless you’re watching the dash light flicker, you wouldn’t even know it’s stepping in, which says a lot for the years of experience Yamaha have had with the R1 and R1M.
The SP model adds a layer of premium feel over the standard, but both are well equipped. The SP gains a more sophisticated electronics suite with track mode, and upgraded suspension in the form of DLC-coated KYB forks with high- and low-speed damping and an Ohlins rear monoshock. It also features Brembo Stylema front calipers and the same Brembo radial master-cylinder for even more precise braking. Finish is brushed alloy and Icon Performance colours to highlight the SP.
The standard bike still features KYB units front and rear, both fully adjustable and well matched to the chassis. While the difference isn’t massive on the street, once you push on through corners or hit rough surfaces at speed, the SP is definitely more composed and planted, as expected. If your plans involve track days or very fast Sunday morning carving, the SP will return that investment in confidence.
If your plans involve track days or very fast Sunday morning carving, the SP will return that investment in confidence…
Personally, I was happy enough with the standard forks and it was only the shock that held me back. When pushing hard, with good grip and warm tyres, the standard shock would lose performance, causing rear wheel chatter mid corner, something I have not experienced for years on a road bike.
In general, both bikes impressed with their ability to soak up bumps, the standard version more compliant and comfortable as a daily rider as street legal speeds. Both hold a line, and flick side to side with accuracy, but both suffer from some front-end instability on direction change, giving a head shake when on the power changing direction, and over high speed bumps.
The new chassis tweaks for 2025 include a revised headstock position, lower and wider ‘bars, repositioned footpegs, and a reshaped fuel tank. All of these improve ergonomics and rider feedback, just like Yamaha promised. The seat is split into two pieces, aiding comfort and making it easier to move around on the bike, but I did find the family jewels copping a crush against the tank!
At 187cm tall, I found the seating triangle OK, although it does feel odd at first, and the footpegs feel a bit high. My knees tucked neatly into the new tank shape, and despite the aggressive ‘peg position, the MT never felt too cramped on highway miles for extended rides for up to an hour and a half at a time.
The riding position remains upright, but now leans more toward sporty engagement than before. The MT-09 feels more like a bigger nakedbike now, it’s lower, wider and a bit more like the MT-10. In fact, it is only 20mm lower overall, and is wider and has a longer wheelbase than the 108cc bigger sibling.
The revised frame, with its lightweight CF diecast sub-frame and more refined geometry, has made this MT-09 feel lighter than it is. With a wet weight of around 194kg, it’s no featherweight, and is up 4kg on the last version, but it never felt cumbersome in tight turns or slow-speed U-turns. It drops into corners willingly and holds its line confidently, with excellent mid-corner stability even when conditions were less than ideal. There is not a lot of steering lock, though, so watch those U-turns.
The standard MT-09 is a fantastic daily rider, with softer suspension than the SP, it’s a great mid-sized nakedbike.
Another major change is the new 5-inch TFT dash. It’s a full colour display with four theme options (five for the SP), and it finally brings the MT-09 in line with the competition in terms of visual tech. It’s sharp, clear, and easy to read at speed.
However, setting up rider aids, switching modes, or connecting Bluetooth takes some fiddling, but the huge new switchgear is fine once you learn it, but it does look a bit oversized in my opinion. The MT-09 features smartphone connectivity and can display music and call info, but still lacks built-in navigation, however, Yamaha provide free Garmin StreetCross app access for Nav…
The brakes deserve further praise. The standard model runs Yamaha-branded four-piston calipers over 298mm rotors and a rear 245mm disc. These provide excellent bite and feedback, but the SP’s Brembo Stylema setup is a step above in terms of feel under hard braking. The Brembo radial master-cylinder contributes to stronger, more progressive action, especially when trail braking into turns.
The Brembo radial master-cylinder contributes to stronger, more progressive action, especially when trail braking into turns…
When riding aggressively, the SP’s system is noticeably better, but for road riding, the standard setup is more than sufficient. Add in the cornering ABS and the excellent Bridgestone Battlax S23 tyres and you’ve got a package that can stop in a hurry with minimal drama.
Ground clearance is acceptable, and the Bridgestone S23’s are great hoops.
The quick-shifter is among the best I’ve tried on a production bike. Up or down, it’s smooth, fast, and drama-free. Combined with a slipper clutch and short gearing, the gearbox encourages spirited riding. Around town, the MT-09 is happy in third or fourth gear, just burbling along on torque. But get it above 6000rpm and it transforms into a manic machine, with a midrange hit that feels electric.
Redline comes in around 10,500rpm, but there’s little point chasing it past 9500 unless you’re flat-out. It’s in the mid-to-upper rev range that the CP3 sings best. And the soundtrack from the intake and exhaust, even stock, is worth the price of admission.
“It’s still a hooligan, but one you can live with every day.” The MT-09 will get you to work, tour, and scratch on Sunday.
Aesthetically, the new MT-09 is a bit divisive. The alien headlight design isn’t for everyone, but in person the bike has presence. Sharp tank lines, compact proportions, and quality paint and finish make it look more premium than before. The SP’s silver, black and Yamaha Racing Blue ‘Icon Performance’ livery is particularly nice, with gold KYB forks and blue wheels adding a bit of flair. The build quality and attention to detail are excellent. Foot controls have been redesigned, with better-feeling brake and gear levers that improve ergonomics and shifting precision.
Comfort-wise, the seat looks flat but is actually well padded, though it narrows significantly towards the front. This makes it easier for shorter riders to get feet on the ground. The smart key system on the SP is a nice touch, but it took some getting used to. There’s also a USB-C charger under the seat for gadgets or heated gear. Yamaha’s attention to practicality has definitely improved here.
During the ride program, I had the chance to swap between the MT-09 and MT-09SP several times. In the rain, their differences were less obvious, but in dry, fast twisties the SP pulled ahead. It’s tighter and more predictable at pace, particularly under braking and in corner transition. That said, the standard model was more comfortable overall and better suited to everyday use.
For most riders, the standard MT-09 represents unbeatable value. It delivers performance and features that rival more expensive European offerings. The SP, at an extra $3,450, brings enough extras to justify the premium if you ride hard or want the most dialled-in version available. But either way, you’re getting one of the most fun and well-rounded nakedbikes on the market. Yes, it has lost its wild edge from the early versions, and is more of a standard nakedbike than a streetfighter now, but it’s still fun.
Yamaha have taken everything that made the MT-09 a favourite, the engine character, the wild handling, the aggressive styling, and smoothed off the rough edges. It’s still a hooligan, but one you can live with every day. It’s the kind of bike that excites you to ride, feels alive underneath you, and leaves you with that post-ride grin that only the best motorcycles can deliver…
MT-09SP Second Opinion – ShotbyRoth
When I was looking for my next bike post Covid lockdowns, the MT-09SP was on my shortlist of two. Alas, I couldn’t find a dealer with a demo model, and no one I knew had one, so I ended up going with the competition. As such, I was looking forward to sampling the latest iteration.
Typically, I’m paid to take the pictures, so forgive me noticing how nicely the gold forks and blue wheels accent an otherwise 50 shades of grey colour scheme. I like it. Throwing a leg over the otherwise grey beastie, first impressions were the unconventional seating position. The short reach to the high and wide handlebars leaves the upper body upright. Meanwhile, the footpegs are high and forward, leaving the lower half folded.
The seat too was unexpected. It looks broad but it cants forward and narrows significantly towards the front. This will be a boon for people who might otherwise struggle to reach the ground. Short or tall, on the road you can be assured that whatever is between your legs is going to get intimately acquainted with the tank. Consensual or otherwise.
Once underway, the super smooth triple provides enough torque to happily see you through any urban adventure without venturing above 5000rpm. I found myself most often using third and fourth gears in traffic. Throttle response is clean and direct, the engine is happy anywhere above idle. Almost electric.
“Between 6000rpm and 9000rpm the bike feels strong, and this seems to be where the engine is happiest.”
Around 6000rpm, the induction roar through the grills on the tank deepens. The bike picks up its skirt and drives enthusiastically through the upper midrange. Between 6000rpm and 9000rpm the bike feels strong, and this seems to be where the engine is happiest. Drive tails off as redline approaches, and there is little point banging the engine into the softcut limiter past 10,500rpm. Simply grab another gear to continue the drive (and fun). The bi-directional quickshifter is a gem. Each upshift resulted in a clean “snick” and an almost seamless transition to the next gear. Downshifts are similarly accomplished.
“Line can be adjusted but it definitely prefers cutting smooth arcs to a more ham-fisted approach.”
Handling-wise, the bike feels very neutral. The wide ‘bars provide plenty of leverage, requiring just enough heft to feel stable, without feeling sluggish. Leant into a corner, the bike settles and is remarkably unaffected by sloppy throttle inputs. Line can be adjusted but it definitely prefers cutting smooth arcs to a more ham-fisted approach.
“Getting on positive throttle early doesn’t affect the line, but does allow for a natural transition to sensing the rear”…
While seemingly unflappable, it also feels somewhat remote. “Somewhere down there, the bike is leant over, and I’m sitting on it.” I suspect at least part of this sensation is because of the lack of weight on my hands. The seat places you very forward in the chassis. This is good for front-end traction, but other sporty-nakeds would put more weight on your hands. Hands, for me at least, are quite good for feeling.
“I was often surprised how much drive I could dial in without the bike wanting to stand up and run wide.”
Trailing the front brake into corners goes some way towards giving my brain the feedback it is expecting from my hands. Getting on positive throttle early doesn’t affect the line, but does allow for a natural transition to sensing the rear with your butt. I was often surprised how much drive I could dial in without the bike wanting to stand up and run wide.
The brakes are great without warranting superlatives. ABS is well calibrated and can be switched off on the rear for track use. I like this very much. Cruise control comes standard, and works well. I use it all the time for its potential licensesaving qualities. I’m sure you could also use it to cruise on the open road, but know that there is zero wind protection offered by that ninja turtle-esque headlight cowl.
“The engine is sweet, but with second gear good for something approaching 140km/h, it’s not until around 80km/h that the engine wakes up at the magic 6000rpm.”
Gripes? I am seriously unconvinced by the benefits of the keyfob ignition. Having spent minutes at a servo trying to open the fuel tank, I was ready to flag down a ute. Yes, it’s possible I’m a dullard but I never had such a problem with a physical key. At the very least, make sure the dealer explains to you how it works.
The engine is sweet, but with second gear good for something approaching 140km/h, it’s not until around 80km/h that the engine wakes up at the magic 6000rpm. Depending on how you ride, this could be problematic or irrelevant. Undoubtedly this has more to do with emissions constraints than optimal gear selection, but pleasingly it’s a simple fix with a sprocket swap.
“A friend suggested stuffing a couple of Indian Minah birds down the intakes to quiet the roar.”
Induction roar is a decent proxy for obnoxious exhausts, so it’s good to see more manufacturers putting thought into using it. The Yamaha system is very effective at delivering that sound, to the point that even with ear plugs I found it uncomfortably loud at times. Specifically, at full throttle dancing around the magic 6000rpm. If you’re already deaf it won’t be an issue but for me, hearing protection would be a must on this bike. A friend suggested stuffing a couple of Indian Minah birds down the intakes to quiet the roar.
My concern is that this would negatively impact performance. Jokes aside, the MT-09SP is a solid performer. If this were a car, it would be a hot Camry. Competent. Comfortable. Fast. But perhaps not the spiritual experience I was expecting.
2025 Yamaha MT-09 & MT-09SP Specifications
Price: MT-09 $17,749 R/A, SP $21,199 R/A (+$3,450)
Warranty: Two-years unlimited km
Colours: Icon Blue, Ice Storm, Tech Black. (Only Icon Performance for SP)
Claimed Power: 87.5kW@10,000rpm
Claimed Torque: 93Nm@7000rpm
Kerb Weight: 193kg
Fuel capacity: 14L
Fuel Consumption (Claimed):
Fuel Consumption (Tested:
Range (Claimed):
Engine: Liquid-cooled, four-stroke, DOHC, Cross plane triple, 78.0mm x 62.1mm bore x stroke, 889cc, 11.5:1 compression, three-into-one exhaust Gearbox: Six speed Clutch: Wet, multiple disc
Chassis: Aluminium Deltabox frame
Rake: 24.7° Trail: 109.2mm
Front Suspension: USD 41mm telescopic KYB fork, fully adjustable (SP features USD 41mm KYB fork, fully adjustable with high/low-speed compression damping), 130mm Travel
Rear Suspension: KYB monoshock, adjustable for preload and rebound (SP features an Öhlins monoshock, fully adjustable), 117mm Travel
Brakes: Twin 298mm discs with four-piston calipers, Brembo master-cylinder, Brembo calipers (SP), cornering ABS(f), Single 245mm disc with single-piston caliper, cornering ABS (r)
Wheels & Tyres: 10-spoke cast alloy wheels, 120/70 – 17 and 180/55 – 17 Bridgestone S22 tyres.
Dimensions
Wheelbase: 1430 mm
Seat height: 825mm
Ground clearance: 140mm
Overall width: 820mm
Overall Length: 2090mm
Overall height: 1145mm
Instruments & Electronics: Full-colour TFT dash, Four themes (Five for SP), Y-Connect app compatibility, Free Garmin StreetCross app access for Nav, 6-Axis IMU, Traction Control (TCS), Slide Control (SCS), Lift Control (LIF), Brake Control (BCS), Back Slip Control (BSC), Immobiliser, LED lighting, Quick-Shifter, Cruise Control, Ride Modes (YRC), Sport, Street, Rain, Custom x 2-SP), Smart Key (SP), Rear ABS disconnect (SP).
Tech Talk, 2024 – 2025 Yamaha MT-09 and MT-09SP
Based on the concept of ‘3D Riding’, allowing the rider to move more freely on the machine, the 2024-2025 MT-09 bodywork is inspired by Yamaha’s YZ motocross bikes, which also require a high degree of freedom in riding position.
More compact LED headlight
A new LED headlamp, enclosed in a re-designed cover, creates a more unified relationship between the headlamp and the fuel tank and is inspired by the MT’s origins – a blend of ‘Naked’ and ‘Motard’.
Sharpened fuel tank design
A new fuel tank has been designed to promote a more engaged and free riding position while maintaining the sharp and edgy aesthetic that has become synonymous with the MT name.
Amplified CP3 acoustics
The new MT-09’s sound is further amplified by a revised airbox featuring two newly designed air-intake ducts which accentuate the high frequency sounds while maintaining a linear throttle response.
Redefined riding position
The overall handlebar position is now lower and the rider can now choose between two adjustable handlebar positions depending on their personal preference and physique. The steering angle is also increased as a result of the lower profile fuel tank.
The newly designed footrests are 30.6mm back compared to the previous model and have been raised by 9.5mm, while the footrest height can be adjusted to two different positions based on rider preference. To improve passenger comfort, the tandem footpegs have also been re-designed and are now mounted underneath the rear frame.
New brake and gear levers
The rear brake pedal has been re-designed and is now made from forged aluminium, while the tip of the gear shift pedal has been significantly flattened to reduce the amount of ankle movement required during shifting, enabling smoother operation.
Separated rider and passenger seats
To further enhance the feeling of freedom, the MT-09 now features a separated front and rear seat, improving both rider position and convenience when mounting and dismounting the machine. A Type-C USB socket is installed under the rider’s seat to accommodate the charging of electronic equipment and electric heating wear.
Brembo radial master-cylinder
In order to match the MT-09’s high torque and acceleration, stopping power is enhanced by a new Brembo radial master cylinder. In addition, a newly designed adjustable clutch lever offers the rider further control when engaging the clutch.
Fully adjustable front suspension and Bridgestone S23 tyres
The MT-09’s 41mm KYB® front forks are fully adjustable for preload, compression and rebound damping and now feature revised factory settings to achieve excellent stability. The rear suspension linkage design has been modified and the adjustable KYB® rear shock set to allow for a more dynamic feeling in cornering, while new Bridgestone Battlax Hypersport S23 M tyres offer high grip.
5in TFT full colour screen
An all-new, horizontally mounted TFT full colour screen offers the rider an attractive new interface with the choice of four different themes to suit a range of different riding experiences.
Smartphone connectivity and navigation
For an enriched riding experience, connectivity comes as standard on the MT-09 via a built-in Communication Control Unit (CCU) meaning riders can stay connected while riding by linking their smartphone with their machine via the free Y-Connect app.
Intuitive new switchgear
New integrated handlebar switch assemblies enable the rider to operate the wider range of functions of the new MT-09, including smartphone connectivity, navigation and riding modes as well as navigating the further menu options.
Customisable Riding Modes with Yamaha Ride Control settings
Three integrated riding modes, ‘Sport’, ‘Street’ and ‘Rain’ featuring factory settings with different intervention levels to suit various conditions are complemented by two Custom modes.
Extra support from advanced six-axis IMU for ultimate performance
Constantly measuring acceleration in the forward-backward, up-down and left-right directions – as well as the angular velocity in the machine’s pitch, roll and yaw directions – the six-axis IMU is able to send data in real time to the ECU which controls the suite of electronic rider aids.
Brake Control System (BC).
This suite is further enhanced for the 2024 MT-09 with the addition of a Back Slip Regulator (BSR), which offers stabilisation when the rear wheel locks under excessive engine braking.
Cruise control for effortless riding
Operational in third gear and above, once the cruise control system has been activated, it can be adjusted in 1 km/h increments with a single push of the button or steadily increased by holding the button down.
Third generation quickshifter
To maintain a more natural feeling, the third generation quickshifter will not operate in certain situations when engine rpm is extremely low or high.
The MT-09 SP exclusively features the addition of TRACK modes to the YRC settings, enabling the rider to customise four extra patterns to suit certain track scenarios for example a specific circuit or track conditions, including the option of choosing between two Engine Brake Management (EBM) settings and the ability to alter the level of Brake Control (BC). Additionally, riders also have the option of turning the rear ABS off to further enhance on track performance.
The on-track riding experience is further enhanced by a dedicated SP-exclusive TRACK theme for the MT-09 SP’s new 5in full colour TFT display, offering information such as a lap timer and other track-focused details.
Brembo Stylema Calipers
The ‘Stylema’ calipers feature a slimmer piston and brake pad area compared to conventional calipers, as well as being lighter, more rigid and offering enhanced control in braking input. In addition, larger-diameter pistons are adopted for increased braking forces allowing MT-09 SP riders to experience the next level in braking performance.
Upgraded Fully Adjustable Suspension
The gold-finish DLC (Diamond Like Carbon) coated, 41mm KYB forks and Öhlins monoshock feature a higher spring rate, offering outstanding stability during more spirited, sporty riding. In addition, the damping characteristics have been refined to enhance the comfort of the ride.
The higher specification KYB forks offer full adjustability for preload, re-bound and compression damping allowing SP riders the option to fine-tune their set-up to suit a variety of different riding situations.
Smart Key System
Yamaha’s SP models are renowned for taking the next leap in technological advancement and the MT-09 SP becomes the first Hyper Naked to feature Yamaha’s Smart Key System.
Exclusive R1M-inspired Icon Performance Colours
In line with keeping one eye on the track, the MT-09 SP features the exclusive silver, black and Yamaha Racing blue Icon Performance livery on the fuel tank and air-intakes to offer an even more aggressive and exclusive look.
Ratings | Bike Review | 2024 Yamaha MT-09 and MT-09SP Compared
Refined
Celebrating a decade of torque-fuelled fun, the Yamaha MT-09 and MT-09SP have been sharpened with refined tech, updated chassis, and news styling and ergonomics. We ride them both…
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