I’m no stranger to Yamaha’s R-series sportbikes. I’ve owned an R3 and an R7, and there’s an R6 parked in my garage. Honestly, I approached my first ride for this Yamaha R9 review with a fair amount of skepticism and not expecting it to impress me much. But from the moment I threw my leg over the R9 and took it for a spin, I felt immediately confident – there was no awkwardness, no hesitation. And as I picked up the pace throughout the day, the bike remained stable, comfortable, and, most importantly, predictable.
After the success of the 2022 Yamaha R7, which adapted the MT-07 naked bike for supersport duty and sold for an attainable $8,999 ($9,199 for 2025 model), becoming the bestselling motorcycle in Yamaha’s lineup, it’s no surprise that Team Blue has applied the same strategy with the new 2025 Yamaha R9.
Based on the Yamaha MT-09, the YZF-R9 provides more of a supersport riding experience without blowing the budget, retailing for $12,499 vs. $18,499 for a YZF-R1. The R9 is powered by the same 890cc CP3 inline-Triple as the MT-09, but it has unique settings, higher-spec components and electronics, and slippery bodywork fitted with downforce-creating winglets.
We got to experience the new R9 at Sonoma Raceway, an iconic track located in California’s Bay Area. The day couldn’t have been more perfect, with near-ideal weather at a comfortable 72 degrees, pavement that had been resurfaced last year, and Yamaha technicians assisting with settings, tire warmers, and everything else. The icing on the cake was sharing the track with four-time AMA/MotoAmerica Superbike champion and Yamaha brand ambassador Josh Hayes.
Although we tested the YZF-R9 on the track, Yamaha reps emphasized that the bike – like the MT-09 it’s based on – was designed first and foremost with street riders in mind. Rather than the YZF-R1’s ultimate goal of all-out performance, the R9 seeks to balance performance with accessibility in an effort to give riders an enjoyable riding experience on the road while also offering excellent capabilities on the track.
The R9’s 890cc Triple features a 120-degree crossplane crankshaft with a 270-degree firing order, which provides a broad range of low to midrange power. There’s usable torque throughout the rev range, maxing out at 69 lb-ft at 7,000 rpm while horsepower increases in a linear fashion to a peak of 117 hp at 10,000 rpm, just 500 rpm shy of redline.
To deal with the demands of supersport riding, the R9 uses a 2.1-lb-lighter gravity-cast aluminum frame with higher lateral, longitudinal, and torsional rigidity. Chassis geometry is sportier too, with less rake, less trail, and a shorter wheelbase, all of which contributes to an ideal 50/50 front/rear weight balance.
Compared to the MT-09, the R9 has unique ECU settings for its more advanced electronics suite, reduced throttle rotation angle (60 degrees vs. 78), a larger, curved radiator adapted from the R1, and taller gearing.
Bolstering the R9’s supersport prowess is its sculpted bodywork, which has the lowest coefficient of aerodynamic drag of any model in Yamaha’s R-series. The MotoGP-inspired winglets not only look cool, they also add downforce to help the front wheel stay more planted at speed.
Although the R9 comes stock with Bridgestone Battlax S22 tires, for our track test, the bikes were shod with stickier race-spec tires. Shifting through the 6-speed gearbox was effortless thanks to a slip/assist clutch and an up/down quickshifter. For track use, the shift lever can be adapted to an inverted “GP shift” pattern.
The R9 has a comprehensive, IMU-supported electronics package that includes cornering ABS and traction control, slide control, wheelie control, and engine brake management, all with multiple levels or settings. The system also includes a back-slip regulator, launch control, and a variable speed limiter. The Yamaha Ride Control system has preset ride modes, including Sport, Street, Rain, two Custom modes, and four Track modes, with the latter allowing rear ABS to be disabled.
A joystick on the left switchgear makes it easy to navigate modes, settings, and menus on the 5-inch color TFT meter, which has five display themes, one of which is a Track theme with a laptimer. Built-in smartphone connectivity allows riders to use the Garmin StreetCross app for navigation and to control calls, texts, and music. Through the Yamaha Motorcycle Connect App, bike info can be displayed on the rider’s smartphone, including Yamaha Ride Control settings, riding logs, maintenance recommendations, and more. And the Yamaha Y-TRAC Rev App includes a detailed data logger and allows the TFT meter to be used as a virtual pitboard.
GEAR UP
- Helmet: Arai Corsair-X
- Suit: Alpinestars Stella GP Plus
- Airbag Vest: Alpinestars Tech-Air 5 Plasma
- Gloves: Alpinestars GP Plus R V2
- Boots: Alpinestars Super Tech R
Since we were testing the R9 at Sonoma Raceway, I used Track mode for most of the day so I could test the limits of the bike and its components. This allowed me access to all the power with minimal intervention of rider aids, yet the R9 always felt predictable and confidence inspiring. The handling really impressed me, with the front end always feeling planted. The bike was more settled upon corner entry than I expected for a stock streetbike. As someone accustomed to the sharp, aggressive nature of the R6, I thought the R9 would feel loose and vague. But it remained composed as I entered corners, allowing me to focus more on my lines and braking points and less on fighting the bike’s behavior.
The R9’s weight balance and Yamaha’s choice of components certainly played a role in its excellent cornering stability. It’s equipped with KYB suspension at both ends that’s fully adjustable for high- and low-speed compression, rebound, and preload. The 43mm inverted Separate Damping Function fork controls compression damping in the left fork leg and rebound damping in the right leg. Up front, Brembo Stylema radial calipers pinching 320mm discs, a Brembo radial master cylinder, and steel-braided lines provided precise braking control with plenty of power for hard braking.
The R9 performed well across the wide range of skill levels present at the launch. There were seasoned track riders, street riders who were pushing their limits for the first time, and everyone in between. All the riders around me shared the same positive feedback. Despite being a potent and capable bike, the R9 never felt intimidating.
As a Yamaha owner and fan, I shouldn’t be surprised that the new R9 exceeded my expectations. It’s a worthy addition to the R-series lineup, and it’s a great step up from the R7. Yamaha said the goal was to deliver “accessible performance,” and in terms of approachability, capability, and affordability, I think they nailed it.
2025 Yamaha R9 (YZF-R9)
- Base Price: $12,499
- Website: YamahaMotorSports.com
- Warranty: 1 yr., unltd. miles
- Engine Type: Liquid-cooled transverse inline-Triple, DOHC w/ 4 valves per cyl.
- Displacement: 890cc
- Bore x Stroke: 78.0 x 62.1mm
- Horsepower: 117 hp @ 10,000 rpm (factory claim)
- Torque: 69 lb-ft @ 7,000 rpm (factory claim)
- Transmission: 6-speed, cable-actuated slip/assist wet clutch
- Final Drive: Chain
- Wheelbase: 55.9 in.
- Rake/Trail: 22.6 degrees/3.7 in.
- Seat Height: 32.7 in.
- Wet Weight: 430 lb (factory claim)
- Fuel Capacity: 3.7 gal.
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Source: RiderMagazine.com
