The Yamaha YZF-R7, introduced in 2022 and based on the MT-07, is updated for 2026 with changes to the chassis, electronics, and styling. Additionally, Yamaha celebrates its 70th birthday with special 70th Anniversary Editions of the R-series models, including the R1, R9, R7, and R3, featuring white and red livery inspired by the 1999 YZF-R7 superbike.
2026 Yamaha YZF-R7 70th Anniversary Edition
A new 6-axis IMU informs rider aids like traction control, slide control, front wheel lift control, brake control, engine brake management, and launch control. The R7 also gets a Yamaha Chip Controlled Throttle for 2026. Ride modes now include Sport, Street, and Rain, as well as two Custom modes and four Track modes.
The R7 gets a new TFT display with selectable display modes.
The bike’s high-tensile steel tubular frame and asymmetrical swingarm have both been revised for optimized rigidity. New 10-spoke aluminum spin-forged wheels are wrapped in Bridgestone Battlax Hypersport S23 tires.
The fairing has been redesigned for 2026.
Ergonomics have also been slightly changed, with the handlebar now positioned higher and closer to the rider and the seat lowered. A new fuel tank shape was implemented to improve the rider’s grip.
2026 Yamaha YZF-R7 in Breaker Cyan/Raven Black
The R7’s styling is updated with a more compact fairing and new winglets. LED turnsignals are now integrated into the mirrors.
The fuel tank was reshaped for 2026 to offer better knee grip.
The bike gets a new 5-inch full-color TFT display with four display backgrounds and a track display background. The display comes with smartphone connectivity for phone notifications, music, and navigation. Yamaha’s third-generation Quick Shift System, allowing clutchless up- and downshifts, has also been added to the R7.
The R7 gets new spin-forged wheels.
The bike also gets new compatibility with Yamaha’s Y-TRAC Rev app. Through this track-focused app, riders can receive messages from the pit crew while on track and analyze riding data and record lap time.
The R7’s seat has been slightly lowered and reshaped.
Other updates include a new Yamaha Variable Speed Limiter, MotoGP-inspired triple clamp, Rear ABS Off feature, black anodized brake and clutch levers, footpegs, handlebar switchgear, self-canceling turnsignals, and cruise control.
The 2026 Yamaha YZF-R7 will be available in Team Yamaha Blue, Raven Black, or Breaker Cyan/Raven starting at $9,399. The 70th Anniversary Edition will be priced at $9,699.
2026 Yamaha YZF-R7 in Raven Black
The other R-series models that will be available in 70th Anniversary Editions include the R1 priced at $19,699, the R9 priced at $12,899, and the R3 priced at $5,699.
There’s never been a better time to be a motorcyclist. We are spoiled for choice these days with a wide variety of models produced by at least 20 major manufacturers spread across multiple continents. The quality, range of features, and performance of today’s motorcycles are truly impressive.
For the past 35 years, Rider’s editors have reviewed the annual batch of new and significantly updated motorcycles and winnowed them down to a handful of finalists. The Motorcycle of the Year is the one we believe best fulfills its intended purpose and advances the state of motorcycle design, performance, and function.
Since last year’s MOTY (2024 BMW R 1300 GS), at least 117 new/updated street-legal motorcycles have been announced, everything from adventure bikes and dual-sports to bobbers, cafe racers, cruisers, electric bikes, luxury-tourers, minibikes, naked bikes, retro-style bikes, scooters, scramblers, sport-tourers, sportbikes, supermotos, and three-wheelers. Notably, naked bikes (37 announced, 32% of the total) and adventure/dual-sport bikes (25 announced, 21% of the total) were the leading types this year.
For the 2025 Motorcycle of the Year, we narrowed these 117 eligible contenders down to 10 finalists and one winner.
2025 Motorcycle of the Year Finalists
1. BMW R 1300 RT
After launching the radically redesigned R 1300 GS for 2024 (Rider’s MOTY), it didn’t take long for BMW to propagate the new platform to its other R-series models. But the R 1300 RT isn’t just a GS with a bigger windscreen and fairing; it has been completely overhauled to improve comfort and convenience for the rider and passenger. And the new Dynamic Chassis Adjustment option is a gamechanger.
CFMOTO has been on the gas, expanding its lineup of motorcycles and improving existing models. The China-based company, which also builds motorcycles and engines for KTM and other brands, has mastered the art of modularity. Its 449cc parallel-Twin is found in a sportbike, a naked bike, an adventure bike, and the new bobber-styled 450CL-C cruiser – a peppy, stylish bike priced at just $5,799.
The Motor Company updated its Softail line with three variants of its Milwaukee-Eight 117 (Classic, Custom, and High Output) and adding standard cruise control and lean-sensitive electronic rider aids across six models: Breakout, Fat Boy, Heritage Classic, Low Rider S, Low Rider ST, and Street Bob. For its versatility, easy-going nature, and timeless style, the Heritage Classic is our favorite.
After a long hiatus (since the ST1300 was dropped in 2013), Honda returned to the sport-touring segment with the NT1100 DCT, powered by the 1,084cc Unicam parallel-Twin from the Africa Twin and available in the U.S. only with the automatic Dual-Clutch Transmission. It needs a larger windscreen and saddlebags are optional, but the NT has the power, performance, and comfort to go the distance.
Just like the Reese’s Peanut Butter Cup is “two great tastes that taste great together,” Indian’s new-for-2025 Chieftain PowerPlus combines the Chieftain’s handlebar-mounted fairing with the liquid-cooled V-Twin from the Challenger (Rider’s 2020 MOTY). Our review in the June issue called it “one of the best baggers in America.”
At a time when some adventure bikes weigh close to 600 lb and cost well over $25,000, it’s refreshing to see lighter, more affordable ADVs enter the market. Built in India by Bajaj, the KTM 390 Adventure R punches above its weight (just 388 lb) and offers adjustable suspension, electronics, and rally styling for $6,999. A street-oriented, lower-spec X version has a shorter seat and costs just $5,899.
It seems like every time we turn around, Royal Enfield launches a new model. For 2025, it added the Bear 650, Classic 650, and Guerrilla 450 to its lineup. The Guerrilla 450, powered by the same 452cc Single as in the Himalayan 450 (the first liquid-cooled engine in Royal Enfield’s 124-year history), is a stylish, playful roadster that’s easy to ride and easy on the wallet.
Suzuki’s DR-Z400S was a stalwart of the dual-sport world for two decades. It was finally updated for 2025 with a revised 398cc Single that’s now fuel-injected, a new steel twin-spar frame, useful electronic rider aids, fresh styling, and more. The lightweight machine is as fun as ever on both road and trail, and for those who prefer pavement or kart tracks, there’s a DR-Z4SM supermoto version.
The Triumph Speed Triple, launched as a brash streetfighter in 1994, has spent the last three decades growing up, becoming stronger, more refined, and more sophisticated. It packs a helluva punch (180 hp and 94 lb-ft of torque), and with the addition of Öhlins SmartEC3 electronic suspension with objective-based tuning, it has become one of the sharpest – and most comfortable – sportbikes you can buy.
In 2022, Yamaha launched the YZF-R7, a fully faired middleweight sportbike based on the MT-07 naked bike, which was a more affordable and more accessible option than the now-defunct R6. This year, Yamaha applied the same formula to the MT-09 and introduced the YZF-R9, which offers more of a supersport riding experience without blowing the budget, retailing for $12,499 vs. $18,499 for a YZF-R1.
When BRP’s Can-Am brand entered the on-road market for 2008 with the three-wheeled Spyder, we weren’t sure what to think. With its two-wheels-in-front “Y-architecture,” it reminded us of a snowmobile for the street – which is no surprise, since Quebec-based BRP also produces snowmobiles under the Ski-Doo brand.
We treated that first Can-Am Spyder RS like we would any other test bike: We hit the road, traveling more than 2,600 miles across four states. We were impressed with its comfort, storage capacity, and ahead-of-its-time Vehicle Stability System, which combined anti-lock braking, electronic brake-force distribution, stability control, traction control, and dynamic power steering. The Spyder’s handling took some getting used to, but it was far superior to a traditional two-wheels-in-back trike or a sidecar.
With the Spyder, BRP created a new category it calls “roadster,” one that has enlarged the powersports pie instead of shifting customers from one slice to another. Its Y-configuration eliminated one of the biggest barriers for non-motorcyclists: having to balance and lean. Spyders drew in customers who had never been in dealerships before, as well as a significant percentage of women.
What started out as a single model 17 years ago to test the viability of a three-wheel vehicle (3WV) in the market has since grown to include four model families: the compact, affordable Ryker; the cruiser-style Spyder F3; the touring-focused Spyder RT; and the new adventure-ready Canyon. In all, there are 13 models to choose from. More than 300,000 Can-Am 3WVs have been sold worldwide – a force to be reckoned with by any measure.
With the Canyon model family (Canyon, Canyon XT, and Canyon Redrock) launched this year, BRP says it wants to “democratize all roads” – to make adventure accessible to more people, not just those who have the skills or the inseam to handle a tall, 600-lb adventure bike. As a 3WV, the Canyon won’t tip over, so riders need not fear the limited traction of unpaved roads. And a tall seat height – another major obstacle for many riders – is a nonissue.
All Canyons are powered by the smooth Rotax 1330 ACE inline-Triple that’s rated at 115 hp at 7,250 rpm and 96 lb-ft of torque at 5,000 rpm and equipped with a 6-speed semi-automatic transmission with reverse. With their extra suspension travel and ground clearance, the Canyons tackle rough unpaved roads with ease, and the Rally ride mode allows playful hooning around. We’re most impressed by the top-of-the-line Canyon Redrock, which is equipped with KYB Smart-Shox semi-active suspension, a back-up camera, luggage, and numerous adventure-ready features.
For nearly two decades, BRP’s Can-Am brand has been knocking down barriers and bringing more on-road riders into the fold, and we applaud its efforts. It has taken an unconventional approach, one that created a unique segment of passionate and loyal 3WV owners. And with its new Pulse and Origin electric motorcycles, Can-Am continues to march to its own drummer. That sort of creativity, fortitude, and vision are worth celebrating.
Congratulations to BRP for the Can-Am Canyon Redrock, Rider’s 2025 Motorcycle of the Year!
We review the 2025 Yamaha R9, the most aerodynamic model in Yamaha’s R-series and a bike designed for both track and street riding, at Sonoma Raceway.
The 2025 Yamaha R9 is based on the MT-09 but with unique settings, higher-spec components and electronics, and aerodynamic bodywork with winglets. It’s powered by the MT-09’s 890cc CP3 inline-Triple with a 120-degree crossplane crankshaft with a 270-degree firing order. It makes a claimed 69 lb-ft of torque at 7,000 rpm and 117 hp at 10,000 rpm. The R9’s bodywork gives it the lowest coefficient of aerodynamic drag out of any Yamaha R-series model, and it comes equipped with a comprehensive, IMU-supported electronics package.
To put the R9 through its paces, we headed to Sonoma Raceway in California for a full day on the track. Yamaha reps emphasized that the R9 is aimed to strike a balance between track performance and street riding capabilities, and we agree that it offers everything you need for a fun and thrilling day on the track, as well as the comfort and easy-to-ride nature of a streetbike.
Based on the MT-09, the new 2025 Yamaha R9 delivers accessible supersport performance. (Photos by Joseph Agustin)
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.
The R9 is available in three colorways: Intensity White/Redline (my favorite), Team Yamaha Blue, and Matte Raven Black (not shown).
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.
MotoGP-inspired winglets built into the front bodywork provide stability-enhancing downforce at speed.
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.
It was an honor to share the track with Josh Hayes, AMA/MotoAmerica’s all-time win leader with 87 race wins.
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 Yamaha R9 may look like a race replica, but it’s aimed at street riders.
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.
Compared to the MT-09 naked bike, the R9 supersport has a lighter frame, revised chassis geometry, higher-spec components, and a full electronics suite.
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.
Through the Yamaha Ride Control system, there are multiple preset and customizable ride modes.
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.
There are five display themes for the TFT meter, including this Track theme.
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’s wheelie control works brilliantly!
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 is used to navigate through menus and settings.
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.
The Yamaha R9 was comfortable, predictable, and stable.
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.
Compared to my R6, the R9 has a lower, narrower seat, its handlebar is higher and farther forward, and the seat and footpegs are lower and farther forward.
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 fully adjustable KYB suspension and Brembo front brakes contributed to the R9’s grace under pressure.
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.
Despite my initial skepticism, the Yamaha R9 impressed with flying colors!
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.
The Yamaha XMAX scooter is revamped for 2025, including new features to improve rider comfort and add convenience. This scooter will begin arriving in dealerships in March.
The XMAX gets a new adjustable windscreen for 2025.
New to the XMAX is an electrically adjustable windscreen that offers 4 inches of stepless adjustment. The new screen can be adjusted on-the-fly through a switch on the left side of the handlebar. The front end has been restyled and includes integrated turnsignals.
The redesigned muffler reduces weight.
To reduce weight, the XMAX also features a redesigned muffler that Yamaha says improves mass centralization. The swingarm has been reworked to accommodate the new muffler. Additionally, the traction control system has been remapped for “more refined intervention characteristics.”
Providing enhanced convenience, the scooter gets a new instrument panel with both a 4.2-inch TFT screen and a 3.2-inch LCD screen combined into a single interface, with the LCD’s backlighting updated to be brighter than before. Lastly, a new USB-C charging port now comes as a standard feature.
A combined LCD screen (left) and TFT screen (right) shows information like speed, fuel level, odometer, revs, a clock, smartphone info, and more.
Everything else remains the same. The XMAX is powered by a liquid-cooled 292cc single-cylinder engine with a CVT transmission. It has a steel frame, 15-inch front and 14-inch rear wheels shod in Dunlop Scoot Smart tires, and 267mm front and 245mm rear disc brakes with ABS. Also included are an adjustable handlebar, lockable underseat storage, and full LED lighting. Its wet weight is a claimed 403 lb, and its seat height is 31.3 inches. Yamaha claims a fuel efficiency of 73 mpg, netting a range of nearly 250 miles out of its 3.4-gallon fuel tank.
The XMAX also comes with Yamaha’s Smart Key system, which allows the rider to start the scooter and access the storage compartments and fuel tank, as well as lock the handlebar, without needing to insert a key.
The 2025 Yamaha XMAX will be available in Midnight Black with an MSRP of $6,299.
Yamaha has announced the rest of its 2025 lineup, including the updated 2025 Yamaha MT-07, MT-03, Ténéré 700, XSR900, and Tracer 9. Most updates include revised suspension, additional rider aids, new instrumentation, and a few other changes. At the end of this post are color options and pricing info for the models that return for 2025 unchanged.
2025 Yamaha MT-07
The Yamaha MT-07 is the most updated model out of this announcement, starting with a design change that brings it closer to the styling of the MT-09. It features a minimalist, stripped-back look with a new LED headlight unit, a slimmer tank, and updated side covers, tail section, and seat assembly.
New for the MT-07 is a minimalist LED headlight.
The MT-07 also gets a new Yamaha Chip Controlled Throttle, which enables new rider aids like Yamaha Ride Control with three throttle maps and switchable traction control. Yamaha Ride Control comes with Sport and Street preset modes, as well as a Custom mode. Also new is the slip/assist clutch and the optimized clutch-lever shape. The MT-07 now includes a sounds amplification system to enhance the engine’s sound.
Also new for 2025 is an inverted 41mm KYB fork, with a linkage-type KYB shock that’s been optimized for use with the new fork. New radial-mounted 4-piston calipers pinch twin discs up front, and the wheels now feature thinner and lighter casting thanks to SpinForged technology.
The MT-07, like most models in this announcement, gets new turnsignal functionality for 2025. A soft click activates the turnsignal for three flashes, a full click activates it to flash continuously, and the turnsignals are now self-canceling.
The new 5-inch full-color TFT display includes four selectable themes, and its smartphone connectivity is enhanced to allow phone calls, music, and turn-by-turn navigation. The turn signals now self-cancel after 15 seconds or once the bike has traveled more than 500 feet.
2025 Yamaha MT-07 in Ice Storm
The 2025 Yamaha MT-07 will be available in Team Yamaha Blue, Matte Charcoal Black, or Ice Storm with an MSRP of $8,599.
2025 Yamaha MT-03
The Yamaha MT-03 also gets a few updates for 2025. Styling remains mostly the same but includes a new tailsection and taillight design. The seat and side covers are slimmer for an easier reach to the ground, and the passenger seat is now wider and more thickly cushioned.
2025 Yamaha MT-03 in Raven
New tech on the MT-03 includes Yamaha Motorcycle Connect smartphone connectivity, which allows viewing incoming calls, emails, and messages, as well as tracking and recording ride data like distance covered, fuel consumption, acceleration, location, and more. Smartphone info is displayed on the new LCD display, and there’s also now a USB-A socket next to the display.
The 2025 Yamaha MT-03 will be available in Team Yamaha Blue, Matte Stealth Black, or Ice Storm with an MSRP of $4,999.
2025 Yamaha Ténéré 700
The Yamaha Ténéré 700 gets updates to style, suspension, and technology for 2025. The adventure bike’s Dakar Rally inspired design includes a new quad-LED headlight, new side covers, new tailsection, color-matched handguards, and a flatter seat. The fuel tank cap has also been updated for easier refueling. A new clutch cover design allows more leg room, and the new footpegs are wider and longer than before.
2025 Yamaha Ténéré 700 in Tech Titanium
The 43mm KYB fork has been revised to include a preload adjuster located at the top of the fork tube. The linkage-type KYB shock has also been redesigned to provide more stroke and enhanced load absorption.
The Ténéré 700’s Yamaha Chip Controlled Throttle system now includes two new selectable throttle maps called Sport and Explorer, and the bike includes a new selectable on/off traction control system. The air intake has also been redesigned with a shorter intake duct.
The Yamaha Ténéré 700 gets a new quad headlight for 2025.
New instrumentation includes a 6.3-inch TFT screen with two selectable themes, Street and Explorer. The display now allows access to music, phone calls, turn-by-turn navigation, and additional features through smartphone connectivity.
Returning to the Ténéré 700 is the three-model switchable ABS system, which now includes a new switch located on the left side of the TFT display to change between ABS modes. Also included is a new joystick design for a better button shape and feel, and the turnsignals get new functionality with a soft click activating a three-flash signal, a full click flashing continuously, and a self-canceling function after 15 seconds and when the bike has traveled about 500 feet.
2025 Yamaha Ténéré 700 in Team Yamaha Blue
The 2025 Yamaha Ténéré 700 will be available in Team Yamaha Blue or Tech Titanium with an MSRP of $10,999.
2025 Yamaha XSR900
The Yamaha XSR900 gets a new 5-inch TFT display with four different themes, including an XSR-exclusive theme with an analog-style tachometer. This new instrument display includes smartphone connectivity to view calls and messages, listen to music, and access turn-by-turn navigation.
2025 Yamaha XSR900 in Heritage White
Along with the previous ride modes available on the XSR900 (Sport, Street, and Rain), the bike now includes two custom programs that allows riders to set their own preferences. Other new and updated tech includes a new Back Slip Regulator to reduce rear-wheel lock-up under engine braking, a new Yamaha Variable Speed Limiter that allows riders to set a top-speed limit, and a new third-generation up/down quickshifter. Like the other updated models in this release, the XSR900 includes a new joystick design with updated turnsignal functionality.
The XSR900 includes a new fully adjustable KYB monoshock with preload, high- and low-speed compression, and rebound adjustment, and the linkage design has been revised for better feeling and traction at the rear. The seat design has been updated, and more new features include the handlebar shape, rubber-mounted footpegs, revised shift lever shape, 14-position adjustable clutch lever, and a dash-mounted USB-C outlet.
The 2025 Yamaha XSR900 will be available in Raven or Heritage White with an MSRP of $10,599.
2025 Yamaha Tracer 9
For 2025, Yamaha has decided to remove the up-spec Tracer 9 GT+ from its lineup to shift focus to the standard Tracer 9, which receives updates for 2025.
2025 Yamaha Tracer 9 in Raven
The Tracer 9’s advanced controlled fill aluminum Deltabox frame gets revised for 2025, and the subframe is made longer and lighter. The handlebar angle is revised, the seat design and position are updated, and the manually adjustable windscreen is larger. It includes a new smartphone box with a USB-C socket.
The Tracer 9 also gets a few of the same updates as the XSR900, including the Yamaha Variable Speed Limiter, two new custom ride modes in addition to the three standard modes, the new joystick design, and new turnsignal functions. The 7-inch TFT display features slimmer housing than before and includes three selectable display themes.
The 2025 Yamaha Tracer 9 will be available in Raven with an MSRP of $12,599, a $3,900 decrease from the MSRP of the 2024 Yamaha Tracer 9 GT+.
Returning 2025 Yamaha Models Colors and Pricing
In addition to these updated models, Yamaha has released available color options and pricing for returning models.
The 2025 Yamaha MT-09 will be available in Team Yamaha Blue, Matte Racen Black, or Ice Storm with an MSRP of $10,799. The MT-09 SP will be available in Liquid Metal/Raven with an MSRP of $12,499.
2025 Yamaha MT-10 SP in Liquid Metal/Raven
The 2025 Yamaha MT-10 will be available in Ice Storm for $14,700, and the MT-10 SP will be available in Liquid Metal/Raven for $17,299.
The 2025 Yamaha XSR700 will be available in Raven with an MSRP of $8,599.
2025 Yamaha XSR700 in Raven
The 2025 Yamaha Bolt R-Spec will be available in Raven with an MSRP of $8,999, and the V Star 250, which will also be available in Raven, will have an MSRP of $4,799.
The 2025 Yamaha Zuma 125 will be available in Matte Black or Sand Gray with an MSRP of $3,799.
In Rider Rewind, a special section in 2024 issues that celebrates moments in Rider’s 50-year history, we showcased Motorcycles of the Year for 1990-2006 in the October issue and for 2007-2023 in the November issue.
Our May 1990 issue included our Touring’s Top Ten Awards, the precursor of the Motorcycle of the Year award.
For the past 35 years, Rider’s editors have reviewed the annual batch of new and significantly updated motorcycles and narrowed them down to a handful of finalists. The Motorcycle of the Year is the bike we believe best fulfills its intended purpose and advances the state of motorcycle design, performance, and function.
Our May 1990 issue states “Among the eight motorcycle and two miscellaneous categories, there will be no ties, no honorable mentions. Just Touring’s Top Ten as determined by the Rider staff.”
In the early days, we published the Touring Top Ten, which included the best seven motorcycles in various categories, two general categories (such as Top Innovation), and a Motorcycle of the Year. We limited motorcycles to those in the current model year, and production timing used to be so early that we published the Touring Top Ten in the May issue.
As the magazine’s mission expanded, our annual awards evolved. In 1999 – our 25th anniversary – they became Rider’s Top Ten. In 2003, we adopted our current format of selecting a top tier of finalists and one winner. Production timing has changed such that the MOTY selection was pushed later into the year, and we began to include current and upcoming model years because they now often overlap.
The 1990 Bike of the Year was the BMW K1: “And even if the K1’s sizzling paint and aerodynamic bodywork fails to impress, with its unique Motronic ignition/fuel injection, Paralever rear suspension/swingarm that eliminates shaft-drive jacking and innovative approach to various rider conveniences – not to mention ABS – the K1 is truly a technological achievement for BMW, if not the motorcycle industry.”
For the 2024 Motorcycle of the Year, there were nearly 100 eligible contenders. We narrowed them down to 10 finalists and one winner.
Re-entering the motorcycle market after a decades-long hiatus, Can-Am has embraced the electric future with the Origin dual-sport and the Pulse roadster, which are propelled by a 11-kW Rotax E-Power motor with an 8.9-kWh battery, producing 47 hp and 53 lb-ft of torque. The bikes have innovative features like active regeneration and an enclosed drive chain in an oil bath with an automatic tensioning system.
CFMOTO has been selling motorcycles in the U.S. for only a few years, and it continues to expand its lineup. Its new Ibex 450 is a highly capable rally-style adventure bike powered by a 449cc parallel-Twin that makes 44 hp and 32.5 lb-ft of torque. Priced at just $6,499, it’s equipped with tubeless spoked wheels, switchable ABS and TC, adjustable suspension and seat height, and more.
Honda’s CB650R naked bike and CBR650R sportbike received expected updates like new styling, a TFT display, and revised switchgear. Unexpected was the new E-Clutch, which enables riders to start, stop, and change gears without using the clutch lever. Riders can switch between automatic and manual clutch operation, giving newbies a helping hand and veterans more flexibility.
In the evolution of the Husqvarna Svartpilen from 701 to 801, its 673cc Single was replaced with the 799cc LC8c parallel-Twin also found in KTM’s 790 Duke and 790 Adventure. Compared to the 701, the 801 has more horsepower (105), more torque (64.2 lb-ft), and a higher power-to-weight ratio. The “Black Arrow” is brimming with useful tech, is a full-tilt backroad bomber, and won’t break the bank at $10,899.
A decade after its 2015 debut, Indian’s Scout platform got a full makeover. The cast-aluminum frame was replaced with a tubular-steel unit, and the entire lineup is now powered by the SpeedPlus 1250 V-Twin, which produces 105 hp (110 on the 101 Scout) and 82 lb-ft of torque. Five models – Scout Bobber, Sport Scout, Scout Classic, Super Scout, and 101 Scout – are available in three trim levels.
SMT stands for “Supermoto Touring,” two words not normally used together to describe one motorcycle. The original 2010-2013 KTM 990 SMT was a touring variant of a big-bore Supermoto platform, while the new 890 SMT is a sport-touring variant of the 890 Adventure R mixed with some 890 Duke bits. With 17-inch wheels shod with sticky tires, it’s a hooligan’s dream with enough comfort for weekend getaways.
When Royal Enfield’s Himalayan adventure bike debuted in 2016, it was a solid but low-power, low-tech machine. It got a major overhaul this year, with a new liquid-cooled 452cc Single that makes more power (39.5 hp, up from 24) and torque (29.5 lb-ft, up from 24), a new chassis, and more modern features and styling. We were impressed with its capabilities when we tested it in the Himalayas.
The Suzuki GSX-S1000GT+, Rider’s 2022 MOTY, delivered “all the performance a street rider needs in a refined, comfortable, sophisticated package at a reasonable [price].” The new GX+ version is taller with a more upright riding position, blending sport-touring with attributes of an ADV to be the “supreme sport crossover.” It also has a 6-axis IMU and Suzuki’s first electronic suspension system.
Known for its 675cc-and-up sportbikes, ADVs, roadsters, and neo-classics, Triumph expanded its lineup with the Speed 400 roadster and Scrambler 400 X, both powered by a 398cc Single. They’re fun, stylish bikes that are beginner- and budget-friendly – just $4,995 for the Speed 400 and $5,595 for the Scrambler 400 X. If we’re going to attract the next generation, we need more bikes like these.
The MT-09 is a hugely popular bike for Yamaha, so much so that it is now in its fourth generation since being introduced in 2014. We’ve always been big fans of its rowdy inline-Triple. Updated for 2024, the bike is a riot to ride yet offers a high level of refinement and sophistication for $10,599. The SP version, which gets up-spec suspension and brakes, is even better.
Thousands of street-legal motorcycles have been released over the past 50 years, and we’ve ridden and evaluated as many of them as we could get our hands on. Most have been good, some have been great, but only a few have achieved icon status.
Two such motorcycles – Honda’s Gold Wing and BMW’s R-series GS – certainly qualify as icons, and both have won Rider’s Motorcycle of the Year award twice. The Gold Wing won in 2001 and 2018, and the BMW R-GS won in 1995 and 2005.
With the introduction of the R 1300 GS for 2024, BMW’s R-series GS can add a third Rider MOTY title to its long list of awards and accolades.
BMW R 1300 GS
Over the past two decades, the adventure-bike segment has exploded, and nearly every manufacturer offers multiple adventure models, ranging in size from less than 400cc to well over 1,200cc. The genesis of this trend – one of the few bright spots in the motorcycle industry since the Great Recession of 2008 – can be traced back to 1980, when BMW launched the R 80 G/S. It was the first motorcycle that delivered on-road comfort and performance and genuine off-road capability in equal measure.
The R-series GS evolved steadily over time, with engine displacement increasing, new features and technology being added, and market share growing. The R-series GS is BMW’s bestselling model, and the one-millionth boxer-powered GS was built in mid-2023. Last September, on the 100th anniversary of BMW Motorrad’s first production motorcycle, the new R 1300 GS was unveiled.
BMW R 1300 GS
Development of the R 1300 GS started seven years ago – two years before the R 1250 GS was introduced. Having squeezed as much as possible out of the existing platform, which started with the R 1200 GS introduced in 2004, BMW knew that taking the R-series GS into the future and maintaining its position in the market required a clean-sheet design. Only the butterfly valves and a few bolts and connectors carry over from the R 1250 GS.
The design objectives were to make the R 1300 GS lighter, more compact, more powerful, and more capable than its predecessor. The new GS weighs 26 lb less than the R 1250 GS. Displacement increased from 1,254cc to 1,300cc, peak horsepower was boosted from 136 to 145, and peak torque increased from 105 to 110 lb-ft.
BMW R 1300 GS
The R 1300 GS has new electronic rider aids, a completely new frame, and upgraded EVO Telelever and EVO Paralever suspension with optional adaptive vehicle height control. The GS’s new styling has been somewhat controversial, particularly its more aerodynamic bodywork and X-shaped matrix headlight, but BMW designers wanted to set the R 1300 GS apart from its predecessors.
After test riding the R 1300 GS on- and off-road at its global launch, we had this to say: “Hands down, the R 1300 GS is the best GS yet. The traits that the boxer-powered GS are known for – engine character, balance, comfort, and versatility – are better than ever. It looks and feels much slimmer than before, and the increased power and torque are impressive.”
Congratulations to BMW for the R 1300 GS, Rider’s 2024 Motorcycle of the Year!
We test out the 2024 Yamaha MT-09 SP in western North Carolina. (Photo by Dave Schelske)
The 2024 Yamaha MT-09 SP is the “Sports Production” version of the MT-09, which is now in its fourth generation since it debuted 10 years ago. The SP ups the performance with better suspension and brakes, plus a few extras.
High-quality components on the SP include a higher-spec KYB fork with DLC-coated tubes and full adjustability, a fully adjustable Öhlins shock with remote reservoir, Brembo Stylema brakes, a wireless key system, and special settings in the electronics suite.
We traveled to western North Carolina to try out the SP on some of the area’s most famous motorcycling roads – including the Tail of the Dragon, Moonshiner 28, and the Cherohala Skyway – and to find out if the higher-spec SP is truly worth its $1,700 premium over the base model.
The 2025 Yamaha YZF-R9 is a new supersport powered by the 890cc CP3 Triple also found in the MT-09 and MT-09 SP.
The supersport class has been withering over recent years, but the new Yamaha YZF-R9 is sure to draw the attention of sportbike enthusiasts. It’s built around Yamaha’s 3-cylinder CP3 powerplant and includes several high-end features and eye-popping good looks for a reasonable $12,499.
The new YZF-R9 is equipped with top-shelf brakes, an aluminum frame and swingarm, and wings!
The new R9 doesn’t fit into existing boxes, slotting in between the relatively tame YZF-R7 and the intimidating YZF-R1, which has prices starting at $18,999 and reaching $27,699 for the R1M version.
The sleek new R9 will inspire racetrack fantasies, paddock stand not included.
The Yamaha YZF-R9 is intended to redefine the supersport class by combining track-capable performance with streetbike accessibility. Yamaha says it provides “true supersport levels of performance in an accessible package that enhances the capability and confidence of riders across a spectrum of skill levels.”
Perhaps the most appealing aspect of the R9 is its snazzy appearance, especially its nose. Squinty LED headlights are framed by MotoGP-inspired winglets designed to offer a measure of downforce at speed. Also deserving praise is the tidy tailsection that is unencumbered by a bulky muffler – silencing takes place in a canister under the engine. Yamaha says the sleek design is the most aerodynamic it’s ever produced.
Strap on your gloves for what should be a thrilling ride on Yamaha’s new YZF-R9.
At the heart of the R9 is Yamaha’s character-rich 890cc crossplane Triple, which has garnered fans for its exuberant performance in the MT-09 and MT-09 SP. Performance specs are mostly unchanged, but the R9 receives a unique ECU tune and taller final-drive gearing, with two fewer teeth on the rear sprocket. Expect the same factory-rated 117 hp at 10,000 rpm and 69 lb-ft at 7,000 rpm. It’s backed up by a slip/assist clutch and an auto-blipping quickshifter.
The 2025 Yamaha YZF-R9 is available in three colorways, including Matte Raven Black.
The R9’s chassis diverges from the MT-09 with a new Deltabox aluminum frame that’s said to be the lightest ever offered on a Yamaha Supersport model. The frame has larger open steering head sections and was tuned to deliver supple and predictable feel at lower speeds along with a balance of rigidity for sharp handling at racetrack velocities.
Inspire your MotoGP dreams aboard a 2025 Yamaha YZF-R9.
The suspension of the R9 is also unique, swapping the MT-09’s 41mm fork for a beefier 43mm unit. The fully adjustable fork is from KYB, like the MT, but it’s a more advanced SDF design that includes high- and low-speed compression-damping adjustments. KYB also supplies the monoshock, which includes a handy hydraulic preload adjuster along with compression/rebound adjustability.
With a steep rake angle of 22.6 degrees and 3.7 inches of trail, along with a 55.9-inch wheelbase and 50/50 weight distribution, the R9 should offer agile handling qualities that will perform well on the street and on the racetrack.
The YZF-R9 looks like it would be fun untangling twisty roads.
We’re glad to see Yamaha didn’t scrimp on the R9’s brakes. The fronts are the same Brembo Stylema monoblock brake calipers and 320mm dual discs as fitted to the MT-09 SP, with a Brembo radial-pump master cylinder squeezing fluid through flex-free stainless-steel brake lines to offer high levels of power and feel.
The Yamaha YZF-R9 includes a suite of advanced rider aids informed by a 6-axis IMU for traction control (nine levels), wheelie control (three levels), slide control (three modes), adjustable engine braking, and cornering ABS with the option to switch off rear ABS for track riding. The electronics also include four power modes, launch control, and Yamaha Variable Speed Limiter (YVSL).
A 5-inch TFT instrument panel monitors a full suite of electronics.
Ergonomically, the R9 puts a rider in a forward lean to offer improved front-end feedback, but it’s not as aggressive as the R1’s committed riding position. The seat is placed at 32.7 inches, and the footpegs are fairly high to preserve adequate lean angles. If your wrists get weary before depleting the 3.7-gallon fuel tank, just click on the bike’s standard cruise control to give ’em a rest. The curb weight is 430 lb.
The R9 is blessed with full LED lighting and turnsignals integrated within the mirrors.
Electronic settings are conveyed on Yamaha’s latest-generation full-color 5-inch TFT display, which can be customized to display four street themes or a dedicated track display. Settings are navigated via Yamaha’s latest handlebar switches, with their shapes and feel refined to provide intuitive operation. Smartphone compatibility is offered via Yamaha’s free Y-Connect app, and navigation is available through the free Garmin StreetCross app.
The blue triangle outlines the R9’s ergonomics in comparison with the more upright R7 (green) and the more committed R1 (red).
After seeing the stunning Yamaha YZF-R9 in person with its next-generation R-series styling and learning it retails for less than $13K, we think Yamaha might be reinvigorating the sportbike market. The R9 will begin arriving at dealers in March 2025, giving you time to save up $12,499 for your choice of Matte Raven Black, Team Yamaha Blue, or Intensity White/Redline.
For an extra $1,700 over the base MT-09, the MT-09 SP has better suspension and brakes plus a few other goodies. (Photos by Dave Schelske)
Several months ago, we reviewed the updated 2024 Yamaha MT-09. We’ve heaped praise on the MT-09 since its 2014 debut because it delivers a thrilling ride and loads of character in a lightweight, affordable package. But the MT-09 SP is even better.
Over the course of four model generations, the MT-09 has steadily improved – more power, better handing, new features. An SP version of the MT-09 has been available since the third-gen update of the platform in 2021. (SP is short for “Sports Production,” and there’s also an SP version of the MT-10). What makes the SP better than the standard model? Mostly suspension and brakes, plus a few extras.
The MT-09 SP has a two-tone Liquid Metal / Raven color scheme inspired by the YZF-R1M.
When manufacturers need to hit a certain price point, suspension and brakes are where they’re likely to make compromises – and therefore save money. The standard MT-09 has KYB suspension, with a fully adjustable 41mm inverted fork and a single shock with adjustable spring preload and rebound, and the 2024 model has firmer damping.
Eureka! Gold fork tubes with black DLC-coated sliders and a gold Öhlins shock reservoir.
The MT-09 SP’s fork is also made by KYB, but it’s a higher-spec unit with DLC-coated tubes for less friction and full adjustability that includes high- and low-speed compression damping. Out back, the SP has a fully adjustable Öhlins shock with a remote reservoir and a remote preload adjuster.
The fully adjustable Öhlins shock has a remote reservoir and a remote preload adjuster.
The standard MT-09’s front brakes are dual Advics 4-piston radial calipers with 298mm floating discs, while the MT-09 SP is equipped with top-of-the-line Brembo Stylema monoblock 4-piston radial calipers. This year, both models were upgraded to a Brembo radial front master cylinder, which provides more precise feel at the lever.
The 2024 Yamaha MT-09 SP has Brembo Stylema monoblock radial front calipers and Bridgestone Battlax Hypersport S23 tires.
Other updates for 2024 on both the MT-09 and MT-09 SP are mostly enhancements. Both have a larger 5-inch TFT instrument panel with four display modes (the SP gets a dedicated Track theme) and new self-cancelling turnsignals. Using the Yamaha Y-Connect app, a smartphone can be paired with the bike, allowing use of the free Garmin StreetCross app for on-screen turn-by-turn navigation.
The 2024 Yamaha MT-09 SP has a larger 5-inch TFT instrument panel with multiple display themes, and the SP also gets a special Track theme.
The Yamaha Ride Control electronics suite has been simplified into three standard ride modes (Sport, Street, and Rain) as well as two customizable modes that allow rider aids to be tailored to the rider’s preferences via the TFT menu or Y-Connect app. The MT-09 SP gets special YRC settings, including four exclusive Track ride modes and the ability to turn rear ABS off. The handlebar switches have been redesigned to be more user-friendly and intuitive, and cruise control is now standard.
Riding the up-spec MT-09 SP on the freshly paved Tail of the Dragon was a blast!
The transmission now shifts more smoothly, and Yamaha’s third-generation quickshifter works at lower speeds and in more situations. Intake sound has been improved with revisions to the intake ducts and airbox and by adding Acoustic Amplifier Grilles atop the fuel tank that project intake sound directly into the cockpit.
The 2024 Yamaha MT-09 SP has a polished and clear-coated cast-aluminum swingarm.
The bikes have new styling, a reshaped and repositioned fuel tank, sportier ergonomics, and more steering lock. The net result of these changes is more weight on the front tire and a smaller turning radius, making the bike easier to maneuver.
There’s a new two-piece saddle with rider’s seat that’s flatter and narrower near the front for an easier reach the ground. The footpegs have been moved rearward and are adjustable. The clutch lever is now adjustable, the mirrors are larger, and the cast brake pedal was replaced with a stronger forged unit.
Sportier ergonomics and revised frame improve the rider’s sense of control and the bike’s maneuverability.
Yamaha also made changes to the MT-09/SP’s chassis. The CP3 Triple is a stressed member of the chassis, and the right- and left-side engine brackets were made thicker for more rigidity in the middle. The headstock bracket, on the other hand, was changed to allow more compliance up front.
The 2024 MT-09 SP is the first bike in Yamaha’s Hyper Naked lineup to get the wireless Smart Key system.
Other upgrades exclusive to the MT-09 SP include Yamaha’s wireless Smart Key System; a polished and clear-coated finish on the cast-aluminum swingarm; and a two-tone Liquid Metal / Raven color scheme inspired by the YZF-R1M.
Yamaha hosted a press launch for the MT-09 SP in western North Carolina at Fontana Village, which is located on the famous Moonshiner 28 (NC Route 28). Our test route included the perfectly radiused curves of the Cherohala Skyway and the infamous Tail of the Dragon, which had been resurfaced a few weeks earlier and was billiard-table smooth.
In the background is Fontana Dam. We tested the MT-09 SP on some of the best roads in eastern Tennessee and western North Carolina.
Those tight, technical Appalachian backroads are where the MT-09 SP really struts its stuff. Its spinforged aluminum wheels are shod with the latest Bridgestone Battlax Hypersport S23 tires, which provide incredible grip and fluid transitions through turns. The bike’s revised ergonomics, weight distribution, and chassis provide a better sense of control and boost rider confidence.
The standard MT-09’s suspension works well, but the SP’s suspension is noticeably better. It gives riders a greater degree of control over settings, and the up-spec KYB fork and Öhlins shock provide a more refined and precise feel. Likewise, the Brembo Stylema calipers offer greater sensitivity at the lever and more immediate response than the standard model’s binders.
The MT-09 SP’s higher-spec chassis bits level up the bike’s responsiveness and agility, as well as its style and functionality.
The MT-09 SP commands a $1,700 premium over the base model. Is it worth it? If you are an exacting rider or a self-proclaimed gear geek, then the top-of-the-line SP has the best components and the most sophisticated tech with some added flair thrown in. You can’t go wrong either way.
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