We get to ride all 3 versions of the MT-09, including the Y-AMT, which replaces the clutch and gear lever with a handlebar-mounted trigger.
The Yamaha MT-09 has evolved several times over its decade-long existence and there are now three variants – the standard 09, the fancier SP and the brand new Y-AMT, which as the name suggests, has an automated manual transmission. Having ridden all three on a Japanese racetrack, I now understand why this is such a popular motorcycle.
Yamaha MT-09 review: engine, changes for 2024
Sadly, this my first experience with the MT-09, but I can immediately confirm that this 888cc three-cylinder engine deserves all the love it gets. It produces the same 119hp and 93Nm on all three variants and while the sound is very similar to the Triumph triple, its performance is quite different. Where the Triumph 765 prioritises the top end, the larger MT pulls deliciously hard from as low as 4,000rpm. This spectacular mid range is what makes it such an entertainer, although it will happily rev to over 10,000rpm.
5-inch TFT display is standard on all 3 variants.
Yamaha has updated the riding position for 2024, with more of a lean towards a lower handlebar along with slightly higher footpegs. This creates a better sense of connection with the front-end, but without getting uncomfortable. The fuel tank was redesigned to accommodate the new handlebar position and is now lower and wider. While it looks impressively large from the rider’s point of view, it still only holds 14-litres.
Yamaha MT-09 review: design, quality
I didn’t like the strange new robotic face when the images first emerged, but the overall design has grown on me significantly since I’ve seen the bike. That may be down to its proportions in person, or it might just be a side-effect of how much fun this bike was to ride. What’s without any doubt is that the new rear section looks nicer than before and the bike feels pleasingly high quality. The only eyesore is the large underslung exhaust which has patchy discolouration in its metalwork.
Yamaha MT-09 review: handling, track experience
Heading out of the pitlane on the lovely Sodeguara Forest Raceway, the standard MT-09 felt surprisingly nimble and agile for how big it looks. Credit partly goes to its unique spin-forged wheels which are first cast like any other alloy wheel but the rims are then put through an additional forging process. This results in a stronger, yet lighter product when compared with a regular alloy, but one that isn’t as expensive as a traditional forged wheel.
The first few laps were all about marvelling at the engine as well as how well the standard up/down quickshifter slashed through the six-speed gearbox. But it soon became apparent that the chassis was eager to play as well. The front-end was light and playful and did get a little loose-feeling under hard acceleration down the main straight at 160kph plus – but never to the point of threatening to snap into a tank-slapper.
Slamming on the brakes for the first corner revealed that even the base bike is up to the task. A new Brembo master cylinder provides good feel and the overall braking force was good – not outstanding, but not lacking either. Throughout the lap, you get the sense that the MT-09 is fun, but not so serious and the bike has a generally soft feel in its suspension.
Yamaha MT-09 review: MT-09 SP riding experience
This feeling continued even on the SP model, which gets a fancier Ohlins rear shock and a higher spec 41mm KYB USD fork. What was different was how the SP handled bumps with a more plush, controlled and reassuring feel. The rear shock in particular helped the bike feel composed when accelerating through a couple of pronounced bumps on corner exits.
The range-topping SP gets fancier suspension and brakes, as well as keyless ignition and a special colour scheme.
All three models wear grippy Bridgestone S23 tyres, but the SP gets fancier Brembo Stylema callipers. As with the suspension, the jump in performance was clear, but not huge. These brakes were stronger, but not slam-into-a-wall sharp like on some superbikes that use them. Presumably, the difference comes down to things like the pads and the master-cylinder. Other SP-specific bits include additional track riding modes, keyless ignition and a unique colour scheme with a lovely looking brushed finish on the aluminium swingarm.
SP gets a fully adjustable Ohlins shock.
All three bikes get multiple IMU aided rider assists and the systems work smoothly in the background, even on The SP I rode that had rather worn tyres. Ultimately, the SP was certainly nicer, but I’d be perfectly happy tracking a standard MT as well. I suspect a Street Triple RS will be faster around a track, but the MT creates the impression of having a far more fun and playful side to it. We’ll confirm that when we eventually ride it on the street.
Yamaha MT-09 review: MT-09 Y-AMT riding experience
After the two manuals, it was time to see what the new Y-AMT (based on the standard MT) was all about. This clever system uses two actuators – one that controls the clutch and the other for the gear-shift mechanism. They’re controlled by an ECU and the bike drops the traditional clutch lever as well as the foot gear shift lever.
Instead, you get a seesaw style trigger on the left hand grip which can be controlled by the thumb and index finger. You can also use just your index finger (like on a high beam switch) which keeps your thumb free to securely hold the handlebar. The bike can be set into a fully automatic mode or in a manual mode – you can also override the system in auto mode if you decide to use the shifter. Auto mode has two settings – D for relaxed riding and D+ where the system isn’t shy about letting the revs get high.
Trigger shifter takes some getting used to.
Yamaha claims that a spring loaded shift rod ensures a 0.1s shift time which is the same as with its quickshifter on the manual bike. When you’re hard on the gas, it certainly feels that quick, with none of the annoying delay we’re grown to expect from the AMT-equipped cars on sale here.
Speed was not so much my issue as timing, because the gearbox would sometimes shift (or not shift) when I didn’t expect it. I suppose each rider has their own idea of when is an ideal time to shift, but it was the one thing that threw me off. Taking manual control was much nicer, but that was when I wished that there was at least an option for a more familiar foot lever.
I also tried the system on a slow-speed slalom course and found that it eases off gently from a standing start and also manages the clutch well. However, I’m still not sure how it will cope with our chaos and I also don’t think it has the same fluidity as Honda’s dual clutch automatic system. To be fair, this is a lighter and simpler design that adds just 2.8kgs to the motorcycle.
Yamaha MT-09 review: verdict, India launch, expected pricing
The manual MT-09s are priced on par with the equivalent Triumph Street Triple in the UK and Y-AMT costs about Rs 50,000 more than the standard bike. There is a use case for an automatic bike like this with people who may have disabilities, or for the few who don’t wish to deal with a gearbox at all. It will probably be a niche proposition in this category of sporty and fun-to-ride bikes, but I suppose it is nice to have the choice.
Whether you will have that choice in India is not clear at the moment. Yamaha is evaluating bringing the MT-09 to India next year, but whether it will be just one, two or all three variants remains to be seen. What we do know is that the bike will come in as a CBU and that means it’ll be expensive. The Street Triple comes in as a CKD and is priced between Rs 10.20 lakh – Rs 11.81 lakh (ex-showroom). Yamaha will struggle to match that, but hopefully, they’ll take a more aggressive stance to give this bike a fighting chance. That’s something it thoroughly deserves, because it really is a lovely thing.
Also See: 2024 Yamaha MT-09 range video review
