The 2022 Yamaha MT-10 is a backroad bomber. Photo by Joseph Agustin.
We test the updated 2022 Yamaha MT-10, the 160-hp scream machine that’s at the top of Yamaha’s Hyper Naked lineup. Aggressive new styling includes a pair of functional intake snorkels with Acoustic Sound Grilles that send a howling symphony up into the cockpit. Other updates include a revised 998cc CP4 inline-Four, new R1-derived electronics, upgraded brakes, refreshed ergonomics, a new TFT display, and more.
Mileage: 6,294 Base Price: $14,899 (2021); $14,999 (2022) Accessories: $729.95
After a year together, it’s finally time to say goodbye to our 2021 Motorcycle of the Year. We’ve had a great time with the Yamaha Tracer 9 GT, so we’re sad to see it go.
We added several Yamaha factory accessories to improve wind protection, storage capacity, and passenger comfort.
The Tracer 9 GT is the culmination of several generations of development and refinement, and the result is a fantastic lightweight sport-tourer built around Yamaha’s 890cc inline-Triple, which is good for 108 hp at 10,000 rpm and 63 lb-ft of torque at 7,200 rpm at the rear wheel. This is one of the most fun and engaging engines around – it’s like hanging out with three hellraising buddies who know how to keep it cool in polite company but love to get rowdy when the clock strikes 6,500 rpm.
In stock trim, the Tracer 9 GT is a versatile, comfortable machine that served us well on day rides, weekend jaunts, and multiday trips. We appreciated the Yamaha’s good wind protection, upright riding position, generous legroom, dual-height seat (31.9/32.5 inches), and adjustable handlebar and footpeg positions. None of our testers complained about soreness in wrists, lower backs, or shoulders, nor was engine heat ever an issue.
We replaced the OE Bridgestone tires with Dunlop Sportmax Roadsmart IVs.
Any time the road turned twisty, we were glad to be on the Tracer. With its raucous engine, excellent chassis, and semi-active suspension, we attacked corners with gusto, enjoying the confidence boost that a well-sorted motorcycle can provide.
To get to the good stuff, we logged many miles on the slab. One of our nits to pick is how busy the engine is in 6th gear at freeway speeds. At 65 mph, the engine turns 4,200 rpm. We lost count of how many times we grabbed ghost shifts to 7th thinking there might be another gear up top. We’d like to try a rear sprocket with one less tooth to make the gearing taller.
Yamaha’s Touring Windshield is taller and wider than stock.
In terms of maintenance, we did routine checks of tire pressure, oil level, chain tension and lubrication, and such. We changed the oil and filter after about 5,000 miles, and we used the recommended Yamalube products. We also took the Tracer to our local Yamaha dealer after a safety recall was announced that all 2021-22 MT-09 and Tracer 9 GT models had an improperly programmed ECU that could cause engines to stall unexpectedly in certain circumstances. It was fixed quickly at no charge.
The Tracer proved to be unforgiving of laziness with the clutch when pulling away from a stop, both before and after the recall repair. Without adequate revs, we’d stall the Tracer like a newbie.
After about 5,000 miles of hard use, the rear Bridgestone Battlax T32 GT tire was toast. We spooned on a set of Dunlop Sportmax Roadsmart IV radials, and they’ve provided excellent grip and ride quality. MSRP for the Roadsmart IV tires is $189.95 for the front (120/70ZR17) and $250.95 for the rear (180/55ZR17). You can read our Roadsmart IV review here.
To enhance the Tracer 9 GT’s touring ability, we installed several Yamaha factory accessories, including the Touring Windshield ($179.99), Top Case Mounting Kit ($116.99), 50L Top Case ($289.99), 50L Top Case Backrest Pad ($74.99), and 50L Fitted Top Case Inner Bag ($66.99).
We installed Yamaha’s 50L Top Case. It’s also available in a 39-liter size.
Installation was straightforward. The Touring Windshield is 2.8 inches wider and 3.2 inches taller than stock, and it made a big difference in terms of wind protection. The Tracer’s 30-liter saddlebags are large enough to hold a full-face helmet in each side. The 50L Top Case bumps total storage capacity to 110 liters, and the backrest pad was appreciated by passen-gers.
Over the course of nearly 6,300 miles, we averaged 44.4 mpg, which yields 222 miles from the 5-gallon tank (premium unleaded is required). Our fuel economy ranged from as high as 60.4 mpg to as low as 33.7 mpg, the latter after giving it the whip in a serious headwind.
After whining to Yamaha reps about having to return the Tracer 9 GT, we wiped away our tears when they offered us a lollipop: an accessorized 2022 MT-10. Stay tuned to find out how we get along with the Tracer’s big brother.
The 2022 Yamaha MT-10 features an updated 998cc CP4 inline Four, new R1-derived electronics, upgraded brakes, refreshed styling and ergonomics, a new TFT display, and more. Photos by Joseph Agustin.
Streetfighter, naked bike, sport standard – take your pick, but a motorcycle like the Yamaha MT-10 should really be called The Answer.
And The Question? You’ve got $13,999 in your bank account, declining in value with each passing day due to inflation, so how should you spend it?
2022 Yamaha MT-10 in Cyan Storm
You could be prudent and invest it, but the stock market is volatile and crypto is funny money.
Or you could buy something tangible. You work hard for your money, so reward yourself. Buy something fun.
You could steal another $1,001 from your piggybank and buy a $15,000 Specialized S-Works Turbo Levo electric-assist mountain bike. You’d be the envy of everyone at your local trail, but it’s still a bicycle. You have to pedal it to get anywhere.
Instead, why not cut to the chase and buy a 160-hp scream machine with electric-blue wheels and laser-beam eyes? Money can’t buy happiness, but it can buy a bundle of thrills.
Near where the intake ducts enter the airbox are new Acoustic Sound Grilles that direct intake noise into the cockpit.
Twist its right grip, and the MT-10 punches a gaping hole in the atmosphere, sucking in air through a trio of uneven-length intake ducts and sending a glorious howl up through a pair of Acoustic Sound Grilles, tingling all the right nerves and tapping into your hypothalamus for a big hit of dopamine.
Embrace your inner hedonist. Ask for forgiveness rather than permission. Be the gear change you want to see in the world.
Rowing through said gears – made easier with an up/down quickshifter but also slick and smooth using the slip/assist clutch – and spooling up the 998cc inline Four repeatedly is endlessly entertaining and hopelessly addictive. The only thing that got me to stop was an offer of free lunch with North Carolina pulled pork and sweet tea on the menu.
The MT-10’s CP4 (crossplane 4-cylinder) engine is adapted from the Yamaha YZF-R1 sportbike. Its crossplane crankshaft offsets each crankpin 90 degrees from the next, resulting in an uneven firing interval that produces a sound and feel that’s distinct from a typical inline-Four and similar to a V-Four. Fluctuations in inertial crankshaft torque are smoothed out, providing more linear throttle response and helping keep the rear tire hooked up when launching out of corners. This thrill mill churns out immediate, predictable, goosebump-inducing power.
The MT-10’s 998cc CP4 is adapted from the YZF-R1. It’s a stressed member of the cast-aluminum Deltabox frame.
Tuned for the street, the MT-10’s powerplant diverges from the R1’s track-ready engine. Its crankshaft has more inertial mass for smoother throttle response, its conrods and valves are made from steel rather than titanium, and its intake ports, combustion chambers, and forged aluminum pistons are different, resulting in a lower compression ratio (12:1 vs 13:1 on the R1). Yamaha optimized torque delivery between 4,000 and 8,000 rpm – right in the heart of the rev range.
Like the YZF-R1, the MT-10’s throttle-by-wire system now employs Yamaha’s Accelerator Position Sensor Grip (APSG), which uses a spring, slider, and gear mechanism to produce variable resistance for a more natural throttle feeling. Throttle response can be altered by selecting one of four PWR (Power) modes, with Modes 1 through 3 going from sharp to soft and Mode 4 reducing power for sketchy conditions. There are also high and low engine-braking modes.
Mission control for the rider’s left hand.
Response is fairly anemic below 4,000 rpm, lively in the midrange, and hair-on-fire hellacious from 8,000 rpm until redline (12,000 rpm). When we tested an MT-10 a few years ago, its 160 hp at the crank translated to a peak of 138 hp at 9,400 rpm at the rear wheel, with more than 120 hp on tap above 8,500 rpm. The wide, flat torque curve topped out at 77 lb-ft at 9,200 rpm. Figures should be similar for the current model.
Hanging off the right side is a shorter, lighter silencer protruding from an underbelly exhaust box with four catalyzers that zap unfriendly elements from spent gasses. A slightly larger rear sprocket (42 teeth vs. 43 before) contributes to smoother response at small throttle openings and better fuel economy, which Yamaha says has increased from 30 to 36 mpg.
An up/down quickshifter, cruise control, and R1-derived electronics are standard equipment.
The MT-10’s 2022 update also includes a 6-axis IMU and a comprehensive electronics suite originally developed for the YZF-R1. The system includes lean-sensitive traction control, slide control, wheelie control, mind control (but don’t quote me on that), and cornering ABS, all with multiple levels or modes. Each can be adjusted independently, and the Yamaha Ride Control system provides four ride modes with attendant presets. Since it’s easy to go unexpectedly fast on the MT, the new Yamaha Variable Speed Limiter can help riders avoid unwanted attention from authorities by curbing acceleration above a set speed.
Show Me What You Got
Aesthetically, the MT-10 sports a more stripped-down look, with what little bodywork there was on the previous model removed. The intake ducts on either side of the fuel tank, which were cosmetic before but now fully functional, are more prominent. New twin-eye mono-focus LED headlights and LED position lights combine with a more compact nose assembly to minimize overhang and shorten the MT’s nose-to-tail length. The MT-10’s styling still has a Transformers-esque quality that will inspire cheers or jeers depending on your point of view.
Twin-eye mono-focus LED headlights are new, and only the right is illuminated for low beam.
Aimed at middle-aged experienced riders who appreciate both performance and comfort, the MT-10 may look more aggressive, but its ergonomics are more user friendly. Its fuel tank has been reshaped, its rider triangle has been revised to enhance the feeling of sitting “in” the bike, and its seat foam is firmer for more support (seat height increased slightly to 32.9 inches).
2022 Yamaha MT-10 in Matte Raven Black with accessories
A few years ago, we added a windscreen, a comfort seat, a trunk, and soft saddlebags to the MT-10, and it made for a solid sport-tourer, thanks in part to standard cruise control. The current model would likely perform even better as a long-hauler. A new tubular subframe keeps the tailsection slim while providing support for a passenger and gear. Yamaha’s accessories list includes top trunks in three sizes (30, 39, or 50 liters) along with passenger backrest pads and liner bags.
Behind the MT-10’s small flyscreen is a new 4.3-inch color TFT display that packs in a lot of info. However, as with the MT-09 and Tracer 9 GT, some of the text is small and difficult to read at a glance – at least for middle-aged eyes of the target demographic. Also, the menu wheel next to the right grip requires dexterity and coordination to use while controlling the throttle.
Using the menu wheel on the right switchgear can be tricky.
Riding the Ridge
We plied nearly 200 miles of some of the best roads near Asheville, North Carolina, including the Blue Ridge Parkway, NC 215, NC 281, U.S. 276, and Charleys Creek Road. Early morning fog and deeply shaded corners that hid wet pavement and patches of gravel kept us on our toes. Thankfully, the MT-10 is very forgiving and reassuring in dodgy conditions.
North Carolina Route 215
The MT’s chassis uses the same cast-aluminum Deltabox frame found on the R1, with the engine as a stressed member to save weight. It has a long swingarm for stability, but its compact 55.3-inch wheelbase (an inch shorter than the MT-09’s) and moderate 467-lb curb weight help the MT feel agile and fit – much more so than the graybeard at the controls.
Most of the pavement on our route was smooth, but even where there were cracks, seams, and dips, the MT’s fully adjustable KYB suspension soaked up the punishment without complaint, and the new Bridgestone Battlax S22 tires provided reassuring grip. Checking tire pressures is now easier thanks to 90-degree valve stems – a small but much-appreciated upgrade.
Cyan Storm wheels are eye-catching and they’d shod with Bridgestone Battlax S22 sport tires.
Fast bikes need strong brakes, and the MT’s dual 320mm floating front discs with 4-piston radial calipers and single 220mm rear disc with a 2-piston caliper turn kinetic energy into thermal energy with authority. New for this year are a Brembo radial front master cylinder, a Brembo rear master cylinder, and new pad springs on the rear caliper, all of which give the brakes a more refined, precise feel.
But Wait, There’s More!
Joining the MT-10 this year is the up-spec MT-10 SP, which replaces the manually adjustable KYB suspension with Öhlins semi-active suspension, adds steel-braided front brake lines, and comes in a YZF-R1M-inspired colorway with premium styling accents.
2022 Yamaha MT-10 SP
The SP is the first production motorcycle to be fitted with Öhlins’ next-generation electronically controlled suspension that uses the latest spool valve damping. Riders can choose between three semi-active damping modes and three manual settings. Managed through the Yamaha Ride Control menu, the suspension can be tailored to suit the riding style or environment.
We didn’t get a chance to ride the MT-10 SP, but we expect it will take the riding experience up another level. It’s available in Liquid Metal/Raven for $16,899. The standard MT-10 is available in Cyan Storm (shown) or Matte Raven Black for $13,999.
2022 Yamaha MT-10 in Matte Raven Black (left) and Cyan Storm
When the original FZ1 was introduced in the early 2000s, it took the YZF-R1’s superbike performance and made it easier to live with on the street. From the FZ1 to the FZ-10 to the latest CP4-powered, R1 electronics-equipped MT-10, Yamaha has refined its formula and improved the final result. Ask the right question and the answer becomes obvious.
2022 Yamaha MT-10 Specs
Base Price: $13,999 Website: YamahaMotorsports.com Engine Type: Liquid-cooled, transverse inline-Four, DOHC w/ 4 valves per cyl. Displacement: 998cc Bore x Stroke: 79.0 x 50.9mm Horsepower: 138 hp at 9,400 rpm (rear-wheel dyno, previous model) Torque: 77 lb-ft at 9,200 rpm (rear-wheel dyno, previous model) Transmission: 6-speed, cable-actuated slip/assist wet clutch Final Drive: Chain Wheelbase: 55.3 in. Rake/Trail: 24 degrees/4.0 in. Seat Height: 32.9 in. Wet Weight: 467 lb Fuel Capacity: 4.5 gal. Fuel Consumption: 36 mpg
Yamaha Motor Corporation, USA, has introduced the new 2023 lineup of YZ off-road motorcycles. Designed for competition, highlights for the 2023 lineup of Yamaha YZ motocross and cross-country machines include a new flagship YZ450F motocross model, along with a new YZ125X and extensively updated YZ250X 2-stroke cross-country models.
Fresh off back-to-back professional Motocross and Supercross titles, Yamaha introduces a new YZ450F for 2023 designed to push capabilities even further. Building on the power delivery, suspension performance, and usability of the previous model, the new YZ450F features more power, less weight, a slimmer design, and improved handling in an even more usable package.
2023 Monster Energy Yamaha Racing Edition YZ450F
The new 2023 YZ125X offers a completely new, more powerful 125cc 2-stroke engine, revised suspension damping, improved brakes, enhanced ergonomics and a new look, which Yamaha says makes it the perfect option for young enthusiasts looking to move up to a full-size 2-stroke cross-country bike that is ready for competition.
For riders looking for big 250cc 2-stroke power in the ultimate cross-country racer, the new 2023 YZ250X features updated brakes, revised suspension, race-inspired ergonomics, and aggressive new styling.
“What really stands out about the new YZ450F is just how light and balanced it feels when riding hard,” said Derek Brooks, Yamaha Motorsports Motorcycle Product Line Manager. “This new platform builds on the legendary YZ suspension and handling with an even more powerful, yet controllable engine character that will offer expert riders everything they need to compete and win at the highest level. At the same time its revised ergonomics and tuneability with the free engine mapping Power Tuner makes it easier to ride fast for all rider skill levels. I’m pumped to see it hit the tracks soon!”
2023 Yamaha YZ450F & Monster Energy Yamaha Racing Edition YZ450F
For the 2023 YZ450F, Yamaha engineers were tasked with improving on traditional strong points of broad, torquey power, plush suspension, and predictable handling but with a distinctly rider-centric focus for the new model with a 5-lb weight reduction, increased control, and improved ergonomics. The end result is a lighter, more compact engine that reportedly pumps out even more power, improved handling with greater agility while still maintaining excellent stability, and a significantly lighter, slimmer body with enhanced ergonomics for greater control.
2023 Yamaha YZ450F in Team Yamaha Blue
Changes for the new YZ450F start with the engine. Completely redesigned for 2023, updates include new exhaust and intake port shapes, larger-diameter titanium intake valves, new forged aluminum piston, new cylinder body, crankshaft, and balancer assembly, and a switch from wet sump to dry sump lubrication. The combined effect of these features is said to be more midrange and top-end power, including a 500 rpm higher rev limit for longer over-rev and more linear output characteristics for increased rideability and control.
Helping lay that power down to the rear wheel, a new cable-actuated clutch design replaces the coil springs of the previous model with a new disc spring and integrates primary gear and basket into a single steel unit. The result is a more compact, lightweight, and durable assembly. Additionally, a new tri-shaft transmission layout vertically stacks the transmission shafts, raising the center shaft and forming a triangle between the crank, drive shaft, and main shaft for a lighter, more compact transmission.
Providing riders with the opportunity to fine-tune engine performance to their liking, Yamaha’s Power Tuner App has been extensively revised for 2023, retaining the full functionality of the previous version but now even easier to use with more functionality. Engine mapping can now be made using an intuitive new slide bar. There is also a new lap timer, Traction and Launch Control tuning, and bike set-up guides. Additionally, a new lightweight handlebar-mounted switch allows on-the-fly selection of preloaded engine maps.
The new Traction Control System communicates wheel slip to the ECU, tuning the engine to maintain ideal rear-wheel traction. Three levels can be selected: High, Low, or Off. The updated Launch Control System now features an rpm limiter that can be adjusted in 500 rpm increments between 6,000 rpm and 11,000 rpm for optimized launches when the gate drops. Both systems are controlled through the Yamaha Power Tuner App.
The next major update to the 2023 YZ450F involves the completely redesigned aluminum bilateral beam frame, which consists of more than 10 different aluminum components welded together, providing the opportunity to carefully tune rigidity and flex characteristics of each component. Yamaha says the result is a “better handling machine with lighter feel, improved bump absorption and increased traction, allowing the rider to enter corners with greater confidence and more line choices.”
New internal suspension valving works in combination with the new frame and body to provide exceptional bump absorption, increased traction, and better cornering performance. High-spec, fully adjustable Speed Sensitive System KYB coil spring-type forks now feature a new hand-operated compression damping adjuster for simple, tool-less adjustments, and the linkage-type rear suspension features a KYB shock with damping characteristics to match the new chassis.
Finally, a new slimmer, flatter, and more compact body design lends a much lighter, more precise riding feel. A completely redesigned air intake pathway, airbox, and filter allow for a narrower fuel tank, significantly slimmer front shrouds and a lower airbox cover. Additionally, more seamless, rounded features including seat edges and side covers further ease rider movement for improved control. The rider triangle is also improved with increased legroom between the seat and footpegs, as well as revised handlebar position for a more natural posture and enhanced rider comfort.
Other features include a push-button electric starter system with a high-capacity, ultra-light lithium-ion battery, 1-1/8-inch aluminum tapered handlebars, new compact PVC handlebar pad, new lightweight throttle cables, wide footpegs with new lightweight aluminum alloy brackets, a quick-adjust clutch perch, and new chain guide.
2023 Yamaha YZ450F Features & Benefits
Completely redesigned 450cc 4-stroke engine is lighter, more compact and more powerful with an increased rev limit for longer over-rev
Overall weight savings of 5 lb over previous model
Revised Yamaha Power Tuner App with intuitive new “Quick Setting” slide bar, Traction & Launch Control tuning, and additional new features
Two-mode adjustable engine mapping allows on-the-fly selection between two tunable engine maps via new lightweight, handlebar-mounted push-button switchgear
New Traction Control System communicates wheel slip to the ECU to maintain ideal rear wheel traction with three selectable levels: High, Low, or Off
Updated Launch Control System now features adjustable rpm limiting for improved launches when the gate drops
More compact, lightweight cable-actuated clutch design replaces coil springs with a new disc spring
New tri-shaft transmission layout shortens the engine from front to back for more optimized engine positioning
Redesign air intake path, airbox and filter allow for slimmer airbox cover and radiator shrouds
Ultra-compact 44mm Mikuni throttle body ensures optimum fuel atomization while saving weight and improving mass-centralization
Completely redesigned lightweight aluminum bilateral frame carefully balances rigidity and flex characteristics for a lighter feel, improved bump absorption and increased traction
Slimmer, flatter and more compact body includes narrower fuel tank and front shrouds and more seamless, rounded features for easier rider movement and improved control
Rider triangle is also improved with increased legroom and revised handlebar position for a more natural posture and enhanced comfort
Fully adjustable Speed Sensitive System KYB coil spring-type fork and linkage-type KYB rear shock offer best-in-class suspension performance with revised damping characteristics to match the new YZ450F’s chassis
Front fork now features a new hand-operated compression damping adjuster for simple, tool-less adjustments
Large 270mm front brake rotor is coupled with a Nissin caliper and aggressive pad compounds
Rear brake feel is improved by reducing the rigidity of the brake hose providing a wider range of control at the pedal
Advanced computer-aided wheel design shaves weight without sacrificing durability, while rear wheel comes laced in a three-cross-spoke pattern for improved impact absorption and rider feel
Compact, lightweight push-button electric start provides effortless restarts
Premium Yamaha Blue and dark blue graphics scheme is embedded to provide excellent durability and scratch resistance
Race-developed Dunlop Geomax MX33 tires
The 2023 Yamaha YZ450F will be available from dealers this November in Team Yamaha Blue starting at $9,899. The 2023 Monster Energy Yamaha Racing Edition YZ450F will be available from dealers this October starting at $10,099.
2023 Yamaha YZ450F in Team Yamaha Blue
2023 Monster Energy Yamaha Racing Edition YZ450F
2023 Yamaha YZ125X
Introduced in 2020, the YZ125X was conceived to bolster Yamaha’s cross-country lineup while offering passionate 2-stroke enthusiasts a dedicated enduro racer. In the first major update for the model, the 2023 YZ125X reflects many of the extensive changes recently rolled out for the current competition-ready YZ125 motocross model but also incorporates a number of additional key modifications aimed specifically at boosting capability for rigorous long distance, multi-terrain cross-country racing.
The result is a powerful, featherweight, class-leading 2-stroke woods racer that represents both the ideal step up for young enthusiasts looking to enter into cross-country competition or for seasoned riders, a capable and lightweight 2-stroke.
It all starts with a more powerful liquid-cooled 125cc 2-stroke engine. Every functional part of the engine is new, including the cylinder, cylinder head, piston, piston pin, connecting rod, crankcase, and expansion chamber. To enhance the YZ125X’s performance in varied terrain and over long race distances, features such as Yamaha Power Valve System (YPVS) characteristics, exhaust timing, and compression ratio have been optimized to improve ease-of-use in the low- to mid-rpm range. A new Hitachi Astemo Keihin PWK38S carburetor with throttle position sensor and 3D-map-controlled CDI unit further enhances fueling and power delivery. A new intake design with VForce4 carbon reed valve and a straighter intake path is said to result in an improved feeling of power in the high rpm range.
To match increased engine performance, an updated braking system features larger front pistons, more rigid caliper, and a redesigned 270mm front rotor with a 30% increase in pad contact area. A redesigned rear rotor maintains the same braking power while dropping outer diameter from 245mm to 240mm, reducing unsprung weight.
Front and rear suspension damping has been revised to further improve bump absorption and cornering performance. Best-in-class KYB suspension includes a fully adjustable Speed Sensitive System 48mm inverted front fork, now with new internals for more precise damping. The revised fully adjustable KYB rear shock features reduced-friction Kashima Coat internals, separate adjusters for high- and low-speed compression damping, and a full lock oil rebound system. Additionally, front and rear settings are fine-tuned to handle the types of demanding and varied environments commonly encountered in cross-country competition.
A new flatter seat and more narrow fuel tank design, along with integrated body panels and slimmer radiator shroud width all combine to enhance freedom of movement forward and back, allowing the rider to easily shift body weight for increased control. Emphasizing its YZ racing pedigree, new front and rear fender design, bold Yamaha Blue and dark blue colorway, and premium embedded graphics provide a sharp, aggressive new look with excellent durability and scratch resistance.
Additional features on the 2023 YZ125X include premium lightweight blue Excel rims wrapped in high performance Dunlop Geomax MX33 tires, along with a cross-country oriented 18-inch rear wheel, larger rear sprocket, standard aluminum side stand, reserve fuel petcock, sealed O-ring chain, and a newly adopted scraper between the fork’s dust and oil seal.
2023 Yamaha YZ125X Features & Benefits
Redesigned liquid-cooled Yamaha Power Valve System (YPVS)-equipped 125cc two-stroke engine reportedly boasts more power in the mid- to high-range with cross country-specific tuning to enhance low- to midrange performance
New high-precision Hitachi Astemo Keihin PWK38S carburetor features throttle position sensor and 3D-map-controlled CDI unit
New straight intake design with VForce4 carbon reed valve
New shorter, lighter muffler
High performance brake setup features more rigid front caliper, larger front pistons, and redesigned rotors with increased pad contact area up front
Improved rider ergonomics are more narrow with a flatter seat and slimmer radiator shrouds
Fully adjustable Speed Sensitive System KYB inverted front fork with new internals for more precise damping and a new scraper between the dust and oil seal
Removable lightweight aluminum rear subframe constructed of square-section tubing
Lightweight finely tuned chassis for nimble handling, more control, and less rider fatigue
Revised 6-speed, close-ratio gearbox has wider transmission gear tooth width and new optimized gear ratios
New lightweight rear sprocket design
Sealed O-ring chain
High-capacity radiator with dark louvers deliver maximum cooling and aggressive looks
Lightweight aluminum handlebar with two-position adjustable handlebar clamp
Adjustable clutch lever with works-style cable adjuster
New premium graphics are now embedded for improved durability and scratch resistance
Premium lightweight Excel rims
Race-developed Dunlop Geomax MX33 tires
The 2023 Yamaha YZ125X will be available from dealers this September in Team Yamaha Blue starting at $7,099.
2023 Yamaha YZ125X in Team Yamaha Blue
2023 Yamaha YZ250X
2023 Yamaha YZ250X in Team Yamaha Blue
Significant updates for 2023 incorporate similar changes made to the Yamaha’s current YZ250 motocrosser to improve on key areas and provide an even more competitive, well-rounded package.
Rider ergonomics are more narrow and substantially improved through new integrated body panels, slimmer shroud width, and flatter seat. These changes allow greater freedom of movement front to back and easier weight transfer for improved control. Along with the slimmer, more aggressive bodywork, a new front and rear fender design and a new graphics scheme highlight the race-focused YZ lineage. Premium graphics are now embedded to provide improved durability and scratch resistance. Additionally, updates to the seat and bodywork also enabled a new, straighter intake design, allowing a more efficient intake path to the engine for improved low- to midrange pulling power.
The YZ250X’s suspension performance improves with revised front and rear damping characteristics to enhance bump absorption and cornering agility. The fully adjustable Speed Sensitive System KYB 48mm inverted front fork receives new internals and newly adopted scraper between the dust and oil seal, while the revised, fully adjustable KYB rear shock features reduced-friction Kashima Coat internals. Settings are specifically tuned to meet the harsh demands of cross-country competition.
A revamped brake setup features a more rigid front caliper, larger front pistons, and redesigned 270mm front rotor that increases pad contact area. A redesigned rear rotor drops the outer diameter from 245mm to 240mm, reducing unsprung weight.
The 2023 YZ250X uses the same liquid-cooled YPVS-equipped 249cc 2-stroke powerplant as its YZ250 stablemate but with YPVS characteristics, exhaust timing, and compression ratio optimized to improve ease-of-use in the low- to mid-rpm range for improved cross-country performance. Additionally, clutch durability is enhanced through a new friction material with excellent heat resistance characteristics ideal for long distance racing.
Finally, premium lightweight Excel wheels combine with high performance Dunlop Geomax MX33 tires, a cross-country-oriented 18-inch rear wheel size, wide-ratio gearing, a standard aluminum side stand, a sealed O-ring chain, and a reserve fuel petcock.
2023 Yamaha YZ250X in Team Yamaha Blue
2023 Yamaha YZ250X Features & Benefits
Improved rider ergonomics are more narrow with a flatter seat and slimmer radiator shrouds offering greater freedom of movement
Advanced liquid-cooled YPVS-equipped 249cc 2-stroke engine is lightweight and compact, with a wide, tractable powerband
New straight intake design improves low- to midrange pulling power
Hitachi Astemo Keihin PWK38S carburetor with power jet and throttle position sensor provides crisp throttle response
High performance brake setup features larger front pistons, more rigid caliper, and redesigned rotors with increased pad contact area
Fully adjustable KYB fork features the Speed-Sensitive System and includes a newly adopted scraper between the dust and oil seal
Front and rear suspension settings optimized for enhanced cross-country performance
Forged aluminum semi-double cradle frame
Removable aluminum rear subframe constructed of square-section tubing for reduced weight
5-speed gearbox
New clutch pressure plate material with heat resistance characteristics ideal for extended cross-country competition
New lightweight rear sprocket design
Sealed O-ring chain
High-capacity radiator with blacked-out louvers
Compact exhaust expansion chamber for improved clearance and exhaust efficiency
Lightweight aluminum handlebar with two-position adjustable handlebar clamp
Adjustable clutch lever with works-style cable adjuster
New premium graphics are now embedded for improved durability and scratch resistance
Premium lightweight Excel rims
Race-developed Dunlop Geomax MX33 tires
The 2023 Yamaha YZ250X will be available from dealers this August in Team Yamaha Blue starting at $7,999.
2023 Yamaha YZ250X in Team Yamaha Blue
2023 Yamaha Motocross and Cross Country Lineup
The remainder of Yamaha’s motocross and cross-country lineup, including the YZ65, YZ85, YZ85LW, YZ125, YZ125 Monster Energy Yamaha Racing Edition, YZ250, YZ250F, YZ250F Monster Energy Yamaha Racing Edition, YZ250FX, YZ450FX, WR250F, and WR450F all return unchanged for 2023.
Yamaha bLU cRU Off-Road Racing Contingency Program
All 2023 YZ models are eligible for Yamaha’s current bLU cRU Off-Road Racing Contingency Program, which features nearly $5 million for Yamaha bLU cRU riders competing in off-road motorcycle racing. YZ riders can earn contingency payouts via a bLU cRU debit card, receive a 10% rebate on GYTR parts and accessory purchases of up to $1,000, and receive an instant $45 credit on the bLU cRU Swag website. The 2023 bLU cRU Off-Road Racing Contingency Program details will be announced soon.
For complete details on how to register for the bLU cRU Off-Road Racing Contingency Program, along with specific information on which racing series, events, and classes are included, visit the Off-Road Racing Contingency page.
The updated 2022 Yamaha XSR900, getting put through its paces on California Route 33. Photo by Adam Campbell.
We test the updated 2022 Yamaha XSR900, which sports new livery inspired by the ’80s-era Sunauto Yamaha GP team. The Legend Blue colorway shown above has gold fork legs and gold wheels, as well as yellow graphics with a contrasting light blue panel on the tank. The XSR is also available in all-black Raven.
In addition to refreshed styling, part of the XSR900’s update included the revised CP3 (Crossplane 3-cylinder) engine and 6-axis IMU also found on the MT-09 and Tracer 9 GT (which won Rider‘s 2021 Motorcycle of the Year award). It also gest a new tubular-steel subframe, a longer swingarm, and a Brembo radial front master cylinder.
Child of the ’60s meets Bud Ekins’ 1915 Harley-Davidson in 1978. (Photo by Robin Riggs)
Looking through a file folder named “Cars & Bikes” on my computer the other day, I noticed that in 50 years of riding, I’ve experienced nearly the entirety of motorcycle history. From 1915 Indian board-track racers to a 2022 KTM 1290 Super Duke R Evo, that’s 108 model years’ worth. And in between were tests, rides, or races on more machines from every decade. Hardly planned, this all resulted from simply loving to ride, being curious, and, most of all, saying yes at every chance. Here are some of my favorite moto memories, one apiece covering 12 decades.
1915 Harley-Davidson Model 11-F
In 1978, Cycle magazine gave me an assignment after I joined the staff: Write a feature about anything I wanted. Interested in the history of our sport, I replied that I’d like to ride a really old bike. “Call this guy,” the editor said, handing me the number of Bud Ekins, an ISDT gold medalist and the stuntman in the epic The Great Escape jump scene.
More than a century after its manufacture, this modified 1915 Harley-Davidson 11-F completed the cross-country Motorcycle Cannonball. (Photo by SFO Museum)
In his enormous shop, Ekins reviewed the starting drill for his 1915 Harley-Davidson Model 11-F: Flood the carb, set the timing and compression release, crack the throttle, and then swing the bicycle-style pedals hard to get the V-Twin’s big crankshaft spinning. When it lit off, working the throttle, foot clutch, and tank-mounted shifter – and steering via the long tiller handlebar – were foreign to a rider used to contemporary bikes. But coordination gradually built, and after making our way to the old Grapevine north of Los Angeles, I found the 998cc engine willing and friendly, with lots of flywheel effect and ample low-rpm torque to accelerate the machine to a satisfying cruising speed of about 45 mph. And its rider to another time and place.
On a lucky trip to New Zealand, McIntosh Racing founder Ken McIntosh let me race his special Norton Model 18 in the Pukekohe Classic Festival. Unlike the exotic Norton CS1 overhead-camshaft model that likewise debuted in 1927 – a big advancement at the time – the Model 18 TT Replica used a tuned version of the company’s existing 490cc pushrod Single engine. Its name was derived, fittingly, from the sterling Model 18 racebike’s multiple Isle of Man TT wins. As such, the production TT Replica had as much racing provenance as you could buy at the time.
The author aboard New Zealander Ken McIntosh’s 1927 Norton Model 18 TT Replica, which reached 80 mph on track. (Photo by Geoff Osborne)
I found it surprisingly capable, delivering a blend of strong power (a digital bicycle speedometer showed a top track speed of80 mph) and predictable, confident handling – despite the girder-style fork and hardtail frame. However, lacking gear stops in its selector mechanism, the 3-speed gearbox required careful indexing to catch the correct gear. But once I got the process down, the bike was steady, swift, and utterly magical, like the Millennium Falcon of Singles in its time.
When a friend handed me his 4-cylinder Nimbus, it had big problems. The engine was locked solid, and my buddy wanted to get it running and saleable. Built in Denmark, the Nimbus is unique for several reasons. One is its 746cc inline-Four engine. Rather than being mounted transversely like modern multis, it was positioned longitudinally in the frame, with power flowing rearward via shaft drive. Interestingly, the rocker-arm ends and valve stems were exposed and, when the engine was running, danced a jig like eight jolly leprechauns. The frame was equally curious, comprised of flat steel bars instead of tubing, and riveted together. With a hacksaw, hammer, and some steel, you could practically duplicate a Nimbus frame under the apple tree on a Calvin and Hobbes Lazy Sunday.
Bob Sinclair, former CEO of Saab Cars USA, loved motorcycles. He’s riding a Nimbus Type C sidecar rig with a furry friend as co-pilot. (Sinclair Family Archives)
Anyway, the seized engine refused to budge – until I attempted a fabled fix by pouring boiling olive oil through the spark-plug holes to expand the cylinder walls and free up the rings. Additionally, I judiciously added heat from a propane torch to the iron block. Eventually, the engine unstuck and, with tuning, ran well. But the infusion of olive oil created a hot mist that emanated from the exposed valvetrain, covering my gear and leaving behind an olfactory wake like baking Italian bread.
1949 Vincent Black Shadow
One blissful time, years before Black Shadows cost six figures, I was lucky enough to ride one. Seemingly all engine, the Black Shadow was long and low, with its black stove-enamel cases glistening menacingly, and its sweeping exhaust headers adding a sensual element to an otherwise purely mechanical look.
Unquestionably the superbike of its day, Vincent’s 998cc Black Shadow was simultaneously elegant and menacing, and a big 150-mph speedometer let the rider know it. This is a 1952 model. (Photo by Clement Salvadori)
Thanks to the big, heavy flywheels and twin 499cc cylinders, starting the Vincent took forethought and commitment. And once the beast was running, so did riding it. A rude surprise came as I selected 1st gear and slipped the clutch near the busy Los Angeles International Airport. Unexpectedly, the clutch grabbed hard, sending the Shadow lurching ahead. The rest of the controls seemed heavy and slow compared to the Japanese and Italian bikes I knew at the time – especially the dual front brakes. The bike was clearly fast, but glancing at the famous 150-mph speedometer, I was chagrined to find that I’d only scratched the surface of the Black Shadow’s performance at 38 mph.
1955 Matchless G80CS
Despite not being a Brit-bike fan in particular, I’ve owned five Matchlesses, including three G80CSs. Known as a “competition scrambler,” in reality the CS denotes it as a “competition” (scrambles) version of the “sprung” (rear-suspension equipped) streetbike. Power comes from a 498cc long-stroke 4-stroke pushrod Single of the approximate dimensions of a giant garden gnome. Starting a G80CS requires knowing “the drill” – retarding the ignition, pushing the big piston to top-dead-center on compression, and giving the kickstart lever a strong, smooth kick all the way through. This gets the crank turning some 540 degrees before the piston begins the compression stroke again.
A true garage find, this 1955 Matchless G80CS hadn’t been used since 1966. Now resurrected, the long-stroke 498cc pushrod Single shoves the desert sled ahead like the rapid-fire blasts of a big tommy gun. (Photo by John L. Stein)
Once going, the engine fires the G80CS down the road with unhurried explosions. Then at 50 mph or so, the Matchless feels delightfully relaxed; vibration is low-frequency and quite tolerable, and the note emanating from the muffler is a pleasant bark –powerful but not threatening. It is here, at speeds just right for country roads, that the G80CS feels most in its element as a friendly, agreeable companion. With such a steady countenance, it’s no wonder that G80CS engines powered tons of desert sleds. I just wouldn’t want to be stuck in a sand wash on a 100-degree day with one that required more than three kicks to start.
During Ducati’s infancy, the Italian firm concocted a249cc overhead-cam roadster named the Diana. Featuring a precision-built unit-construction engine like Japanese bikes, it offered an essential difference: being Italian. And that meant all sorts of wonderful learning, as I discovered when, as a teen, I bought a “basket-case” Diana. The term isn’t used much anymore, but it means something has been disassembled so thoroughly that its parts can be literally dumped into a basket. In the case of this poor ex-racer, literally everything that could be unscrewed or pried apart was. The engine was in pieces, the wheels were unspoked, the frame and fork were separated, and many parts were missing.
The author aboard his basket-case 1961 Ducati Diana. (John L. Stein archives)
Its distress repelled my friends but inspired me. Upon acquiring it, a year of trial-and-error work included rebuilding the scattered engine, designing and welding brackets onto the frame for a centerstand and footpegs, assembling the steering, fabricating a wiring harness, and ultimately tuning and sorting. This basket-case Ducati literally taught me the fundamentals of motorcycle mechanics, by necessity. And due to the racy rear-set controls I’d crafted, the machine had no kickstarter, necessitating bump-starting everywhere, every time.
The bike was never gloriously fast, but it carried me through my first roadrace at the Ontario Motor Speedway. After selling it, I never saw it again. Rest in peace, fair Diana. And by the way, the California blue plate was 4C3670. Write if you’ve seen it!
1971 Kawasaki Mach III
Stepping from an 8-hp Honda 90 onto a friend’s Mach III, which was rated at 60 hp when new, was the biggest shock of my young motorcycling life. I knew enough to be careful, not only because of the 410-lb heft of the Kawasaki compared to the Honda’s feathery 202 lb, but because the Mach III had a reputation as a barn-burner. It was true. Turning the throttle grip induced the moaning wail from three dramatic 2-stroke cylinders, and propelled the Kawasaki ahead with a ferocity I’d never come close to feeling before.
Rated at 60 horsepower, the Kawasaki Mach III (officially known as the H1) was the quickest-accelerating production motorcycle of its time. (Photo by John L. Stein)
In those first moments of augmented g-forces, I distinctly felt that the acceleration was trying to dislocate my hips. In reality, it was probably just taxing the gluteus muscles. But regardless, I remember thinking, “I’ll never be able to ride one of these.” That clearly wasn’t true, but the memory of the Mach III’s savage acceleration and whooping sound remains indelible. Additionally, the engine vibration was incessant – there was simply no escaping it – and in those pre-hydraulic disc days for Kawasaki, the drum brakes seemed heavy and reluctant, even to a big-bike novice. Glad I found out early that the Mach III’s mad-dog reputation was real.
1985 KTM 500 MXC
If Paul Bunyan designed a motorcycle, this KTM 2-stroke would be it. For its day, the 500 MXC was extraordinary at everything, such as extraordinarily hard to start; the kickstart shaft was a mile high and the lever arm even higher. At over6 feet tall in MX boots, I still needed a curb, boulder, or log handy to effectively use the left-side kickstarter. The motor had so much compression (12.0:1) that this Austrian Ditch Witch practically needed a starter engine to fire the main one. Once, I was stuck on a desert trail with the MXC’s engine reluctant to re-fire. Not so brilliantly, I attached a tow line to my friend’s Kawasaki KX250 and he pulled me to perhaps 25 mph on a nearby two-lane road. Before I could release the line and drop the clutch, my buddy slowed for unknown reasons. Instantly the rope drooped, caught on the KTM’s front knobby, and locked the wheel, slamming the bike and its idiot rider onto the asphalt. The crash should have broken my wrist, but an afternoon spent icing it in the cooler put things right.
A beast to start and a blast to ride, this 1985 KTM 500 MXC 2-stroke was also comically and maddeningly tall. So was the desk-high kickstart arm. But, oh my, how the Austrian Ditch Witch could fly. (Photo by John L. Stein.)
When running, though, the MXC was spectacular. Capable of interstate speeds down sand washes and across open terrain, the liquid-cooled 485cc engine was a maniacal off-road overlord. The suspension included a WP inverted fork and linked monoshock with an insane 13.5 inches of travel out back. I bought the 500 MXC used for $500, and I had to practically give it away later. But now, I wish I had kept it, because it was fully street-plated – ideal for Grom hunting in the hills today.
1998 Yamaha YZF-R1
On a deserted, bucolic section of Pacific coastal backroads, I loosened the new Yamaha R1’s reins, kicked it in the ribs, and let it gallop. And gallop it did, at a breathtaking rate up to and beyond 130 mph. That’s not all that fast in the overall world of high performance, but on a little two-lane road edged by prickly cattle fences and thick oaks, it ignited all my senses. What had been a mild-mannered tomcat moments before turned into a marlin on meth, but it wasn’t the velocity that was alarming.
Superbike tech leapt ahead with Yamaha’s YZF-R1. Its performance rang every alarm bell in the author’s head. (Photos by Yamaha)
No, the point seared into my amygdala was how hard the R1 was still accelerating at 130 mph. Rocketing past this speed with a ratio or two still remaining in the 6-speed gearbox sounded every alarm bell in my head, so I backed down. Simply, the R1 rearranged my understanding of performance. But simultaneously, it made every superbike of the 1970s, including the King Kong 1973 Kawasaki Z1 – the elite on the street in its era – seem lame by comparison.
2008 Yamaha YZ250F
After 25 years away from motocross, in 2008 I bought a new YZ250F and went to the track. Oh, my word. The dream bikes of my competitive youth – Huskys, Maicos, Ossas, and their ilk – faded to complete irrelevance after one lap at Pala Raceway on the modern 4-stroke. Naturally it was light, fast, and responsive, but the party drug was its fully tunable suspension. By comparison, everything else I’d ridden in the dirt seemed like a pogo stick. Together, the awesome suspension and aluminum perimeter frame turned motocross into an entirely different sport, and I loved it anew.
Contemporary technology turned riding motocross from torture in the sport’s early years to the best workout – like simultaneously using every machine in the gym at maximum effort. Training and racing this 2008 Yamaha YZ250F produced heartrates just shy of running a 10k race. (John L. Stein Archives)
In retrospect, the glorious old MX bikes were dodgy because real skill was required to keep them from bucking their riders into the ditch. But, surprisingly, I found motocross aboard this new machine still merited hazard pay, for two reasons: 1) Thanks to the bike’s excellent manners, I found myself going much faster; and 2) Tracks had evolved to include lots of jumps, sometimes big ones. Doubles, step-ups, table-tops – I later paced one off at Milestone MX and realized the YZ was soaring more than 70 feet through the air.
2017 Yamaha TW200
There’s something about flying low and slow that’s just innately fun. Just ask the Super Cub pilots, lowrider guys, or Honda Monkey owners. After a day in the Mojave, plowing through sand, sliding on dry lake beds, and dodging rocks and creosote bushes, Yamaha’s TW200 proved equally enamoring. Yes, it’s molasses-slow, inhaling hard through the airbox for enough oxygen to power it along. And it’s built to a price, with an old-school carburetor and middling suspension and brakes.
For flying low and slow on a dry lake bed, the fat-tire Yamaha TW200 is righteous. Learn to dirt-track early in life, and the skills last forever. (Photo by Bill Masho)
Nonetheless, its fat, high-profile tires somehow make it way more than alright, kind of like riding a marshmallow soaked in Red Bull. Curbs? Loading docks? Roots, ruts, and bumps? Scarcely matters at 16 mph when you’re laughing your head off. Top speed noted that day was a bit over 70 mph – good enough for freeway work, but just barely. So, actually, no. But throttling the TW all over the desert and on city streets reminded me just how joyous being on two wheels is.
Building from its supercharged Ninja H2 hyperbike, Kawasaki launched the naked Z H2 for 2020. Lucky to attend the press launch for the bike that year, I got to experience this 197-hp missile on a road course, freeways, backroads, and even a banked NASCAR oval. The latter was, despite its daunting concrete walls, an apropos vessel to exploit the bike’s reported power. Weighing 527 lbs wet, the Z H2 has a 2.7:1 power-to-weight ratio – nearly twice as potent as the 2023 Corvette Z06.
Exploiting Kawasaki’s 197-horsepower Z H2 definitely required a racetrack. (Photo by Kawasaki)
Supercharged engines are known for their low-end grunt, and the Z H2 motor was happy to pull at any rpm and in any gear. But it fully awakened above 8,000 rpm, as the aerospace-grade supercharger began delivering useful boost. From here on, the job description read: Hang on and steer. Free to pin it on the road course and oval, I did. And not for bravado’s sake – I really wanted to discover the payoff of having so much power. As it turns out, a supercharged liter bike dramatically shrinks time and space, making it a total blast on the track – and absolute overkill on the road. Watch where you aim this one.
Based in Southern California, John L. Stein is an internationally known automotive and motorcycle journalist. He was a charter editor of Automobile Magazine, Road Test Editor at Cycle, and served as the Editor of Corvette Quarterly. He has written for Autoweek, Car and Driver, Motor Trend, Cycle World, Motorcyclist, Outside, and other publications in the U.S. and abroad.
Custom cafe racers were all the rage when the Yamaha XSR900 debuted in 2015. If that wasn’t evident in the XSR’s classically shaped tank, single round headlight, and optional seat cowl, then the ‘70s-esque paint schemes certainly drove the point home. Try as it might, the XSR900’s cafe racer aspirations never quite gelled with the sloping lines of its twin-spar aluminum frame and stressed-member inline-Triple.
Trends evolve over time, though, and so has the XSR900. Updated for 2022, the neo-retro no longer aims to squeeze a square peg into a round hole. Yamaha instead starts its own trend, drawing from the brand’s rich racing history with ‘80s Grand Prix-inspired styling. A newly sculpted fuel cell, race-style side panels, and the squared-off passenger pad say as much, but the Sonauto Yamaha-era livery makes the loudest statement.
The Iwata factory matches that beauty with brawn and brains as well, featuring the same recently revised CP3 engine and 6-axis IMU that highlighted the updated 2021 MT-09. Contrary to common belief, the XSR is more than just a reskinned version of its Hyper Naked sibling. The retro roadster courts the cultured crowd with throwback threads, a tubular-steel subframe, a longer swingarm, and a Brembo radial front master cylinder. Here’s what we learned after bending the 2022 XSR900 through California’s curve-happy Highway 33 for nearly 200 miles of unfettered fun.
Firm Foundations
Yamaha’s lauded CP3 inline-Triple has always been a peach of a powerplant, but the company doesn’t rest on its laurels with the latest iteration. The larger 890cc displacement – up from 847cc – may headline the spec sheet, but Team Blue engineers did more than arm the Triple with 3mm of extra stroke. A new intake system, cylinder head, camshafts, and exhaust all contribute to the cause, and Yamaha claims 6% more torque (68.6 lb-ft at 7,000 rpm) and 11% better gas mileage (49 mpg) as a result.
In 1st and 2nd gears, throttle pick-up and roll-off still aren’t completely jolt-free, but they’re no longer lightswitch-abrupt either. By 3rd gear, the XSR fully irons out those wrinkles. The new quickshifter system aids riders in ascents to those heights too, delivering clutchless upshifts with a smooth yet positive engagement. Downshifts are no different, allowing riders to stomp down the gearbox with impunity. Whether you ride with a devil-may-care attitude or a neat character, the revised CP3 is happy to oblige.
Those adjustments may have improved the CP3’s road manners, but the torquey Triple remains as engaging as ever. Upon initial throttle crack, the rider is well aware of the power at their right wrist, and for good reason. One common complaint cast upon the previous-generation XSR900 was the snatchy throttle response. Yamaha largely smooths out those jerky mannerisms, but the Sport Heritage still possesses enough pizzaz to stir the soul.
That’s most evident with the newly updated ride modes. Yamaha drops the three-setting system (A, Standard, and B modes) of the past and sides with a simpler approach, offering four ride modes designated by number (1, 2, 3, and 4). Whether you’re cruising the boulevard or hunting apexes, the XSR instantly shifts personalities at the touch of a button.
Modes 1 through 3 pack the full punch, but each subsequent number eases the power delivery. Mode 4 not only curtails power but also provides the gentlest throttle response for soggy weather conditions. While Mode 1 unlocks the most direct power application, Mode 2 isn’t very far behind. At times, distinguishing the difference between the two settings was nearly imperceptible, but users will clearly recognize the differing powerbands among Modes 1, 3, and 4.
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Fortunately, we enjoyed sunny weather while aboard the XSR, so we only taste-tested Modes 2 through 4 and mostly kept the roadster in the full power setting. Unless picking through congested urban areas or negotiating wet conditions, we expect most riders to leave the Yamaha in Mode 1 as well. The thrilling throttle response, meaty mid-range, and husky exhaust note are simply addicting and will keep owners coming back for more. The punchy Triple spreads the fun across the entire rev range too, with torque-rich tug down low and a spirited surge of power kicking in at 7,000 rpm.
Confident Cornering
Power is nothing without control, and the XSR900’s redesigned chassis harnesses all that potency to perfection. Yamaha repurposes the same die-cast aluminum frame underlying the MT-09, but couples it to the extended swingarm found on the 2021 Tracer 9 GT sport-tourer. Measuring 59mm (2.3 inches) longer than the MT-09 unit, the in-frame-mounted swingarm optimizes rigidity and stability without sacrificing much agility. The XSR doesn’t just tip-in, it dives into corners with a predictable yet urgent steering rate.
Much of that nimble nature is a result of the updated fully adjustable 41mm KYB front end and preload- and rebound-adjustable rear shock. For 2022, Yamaha increased the fork’s spring rate by 7%, boosted compression damping by 31%, and reduced rebound damping by 27%. Similar preparations help out in the rear, with the monoshock benefiting from a 21% stiffer spring rate, 35% more compression damping, and an 11% decrease in rebound damping.
The benefits of the updated suspenders are most apparent at lean. The front wheel tracks true to the rider’s initial input, but easily adapts to mid-turn steering adjustments. The fork also withstands heavy braking with aplomb but remains compliant at high lean angles. Even when cranked over on its side, mid-corner dips and undulations couldn’t compromise the XSR900’s composure. The direct and precise maneuvering also paid off in the S-curves, with the neo-retro flopping side-to-side seamlessly.
If there are any nits to pick with the XSR900’s ultra-capable chassis, it lies in the new Brembo front brake master cylinder. The upgraded component is still leagues above the previous-generation XSR’s axial-mounted unit, but the brake lever doesn’t quite deliver on the feel we’ve come to expect from the prestigious Italian brand. It provides more than enough clamping force and speed-shedding potential, but vague feedback at the lever doesn’t match the quality of Brembo’s top-tier models.
Following the initial grab, the lever’s throw becomes more vague. That stunted rate of travel makes judging exactly how much braking force to apply more challenging as speeds climb. Many riders will be more than happy with the new Brembo unit, but those dropping anchor into a tight, technical turn will also find that quality somewhat limiting . Aside from that minor niggle, however, the XSR900’s overhauled chassis largely lives up to its new GP-drawn cosmetics.
Of Man And Machine
That sporty styling extends to the new riding position as well. Compared to the outgoing XSR900, the new seat sinks the rider 22mm (0.9 inch) lower into the bike and 5mm (0.2 inch) further forward. Similarly, the handlebar grips shift 14mm (0.6 inch) fore and 35mm (1.4 inches) down for a more aggressive stance. The footpegs also drop by 7mm (0.3 inch) and nudge aft by 2mm (0.1 inch). In the cockpit, the new rider triangle feels sporty but never approaches uncomfortable. The generous tank cutouts accommodate riders well over 6-feet tall, and the rider’s upper body only slightly looms over the tank.
After hours in the saddle, I was as limber and spry as the moment I threw a leg over the XSR900’s seat. Those looking for a more committed posture can also rotate the handlebar clamps 180 degrees for 9mm (0.4 inch) of extra forward play and 4mm (0.2 inch) of rise. Adjustable footpegs should keep boot sliders from dragging with 14mm (0.6 inch) of lift and 4mm (0.2 inch) of rearward placement. We only tested ergonomics in stock form, but the adaptable touchpoints certainly position the XSR as a viable part-time track bike.
The new R1-derived electronics package supports that bid for track time with lean-sensitive traction control, slide control, lift (wheelie) control, and cornering ABS. The 6-axis IMU-based system automatically syncs slide and lift control to the selected traction-control setting (Modes 1 and 2), but users can customize the experience with the Manual Mode or turn off the rider aids altogether. Sticking to the streets, we kept the XSR900’s traction control in Mode 2 the majority of the day. Even when pushing the pace, we never tested the outer limits of the Bridgestone Battlax S22 tires to engage the traction-control system in the most sensitive setting. Still, it’s always reassuring to know that you have those safety nets, and Yamaha allows riders to fully personalize the experience via a new TFT dash.
Gone is the previous generation’s round LCD display, and the new 3.5-inch TFT makes that dash look like a relic of the past. Yamaha doesn’t go overboard with the graphics or multi-folder menu systems, though. Featuring a bar-type tachometer at the top of the layout, and with the numerical speed readout and gear indicator displayed in large font, users can quickly gather critical data at a glance. On the other hand, the limited screen size renders the drive mode, traction-control setting, time, fuel gauge, and tripmeters nearly illegible at speed. At a stop, all the data is easy to read, but many riders would welcome a larger display.
Additionally, navigating the system isn’t intuitive or self-explanatory. With the menu scroll wheel at the right handgrip, the user will need to stretch to the controls without chopping the throttle when in motion. Once inside the submenus, the spartan user interface is easy to navigate despite the scroll wheel occasionally confusing inward presses for upward rolls. While the setting menu prioritizes simplicity, the same can’t be said for the drive mode/traction-control system switches.
Located at the left handgrip, the Mode button force users to toggle between the drive mode and traction control panes before adjusting each setting with separate up/down switches. Of course, centralizing the scroll wheel and separate-function buttons on the left switchgear would have been the most user-friendly option, but with the cruise-control module taking up a large portion of the left controls, we understand Yamaha’s decision. Yes, the retro roadster has cruise control, and it works like a charm. Increasing or decreasing speed takes the system a second to apply the change, but it’s great to see such a comfort-oriented feature on a Grand Prix-influenced bike.
Dawn of a New(er) Era
Most motorcycle enthusiasts mistakenly categorized the XSR900 as a vintage-clad MT-09. Yamaha hopes to dispel those beliefs with the 2022 model. The XSR and MT may share the same 890cc CP3 Triple, die-cast aluminum frame, and R1-derived electronics system, but like fraternal twins, they also possess their own identities. If the 2022 XSR900’s outward appearance doesn’t provide enough contrast, the stiffer suspension, longer wheelbase, and Brembo radial master cylinder should convince the masses.
The new Sonauto Yamaha-informed design takes the XSR900 in a new direction, but Yamaha believes the model will remain a suitable canvas for customizers. The brand bolted on a tubular-steel subframe for that very reason, and we can’t wait to see what builders do with the new platform.
Trends come and go, but with equal measures of form and function, the 2022 Yamaha XSR900 has all the elements of a classic in the making.
2022 Yamaha XSR900 Specs
Base Price: $9,999 Price as Tested: $9,999 Website:yamahamotorsports.com Engine Type: Liquid-cooled, DOHC, inline-Triple w/ 4 valves/cyl. Displacement: 890cc Bore x Stroke: 78.0 x 62.1mm Horsepower: N/A Torque: 68.6 lb-ft at 7,000 rpm (at the crank) Transmission: 6-speed, cable-actuated slip/assist clutch Final Drive: Chain Wheelbase: 58.9 in. Rake/Trail: 25.0 degrees/4.3 in. Seat Height: 31.9 in. Wet Weight: 425 lbs Fuel Capacity: 3.7 gal. Fuel Consumption: 49 mpg (claimed)
Contributor Arden Kysely liked the Ténéré 700 so much, he bought our test bike from Yamaha. (Photos by the author)
Our long-term Yamaha Ténéré 700, which I now own, has clocked over 9,000 miles. It would have more than 10,000 if heat, smoke, fires, and a toasted rear tire outside of Tonopah, Nevada, hadn’t conspired to shorten my summer ride. Mammoth Cycle Works (mammothcycleworks.com), the closest shop with a replacement tire, had me back on the road quickly after a slow ride from Tonopah on the compromised skin (pro tip: call ahead).
Otherwise, the bike has been ideal for my kind of riding – comfortable on the highway, a hoot in the twisties, and capable off the pavement, whether sitting or standing, and no matter the surface. Fully adjustable suspension and the CP2 motor’s steady power delivery facilitate riding slow, riding fast, or just cruising.
The wide, well-padded Sargent seat has greatly improved riding comfort.
In an era of complex machines, the Ténéré’s single ride mode – manual – is the same one I grew up with. Traction control is throttle and clutch, the latter holding up to abuse on technical climbs and digging out after stalling in sand. The T7’s absence of electronic aids has led to comparisons with the KLR650 (a great bike of which I’ve owned two), but the Yamaha’s horsepower advantage takes ADV riding to a higher level.
All the upgrades I’ve reported previously in our tour test of the T7 and Part 1 of the long-term review are working as expected, though one crash bar moved an inch closer to the bodywork after I dropped the bike in my garage. The Barkbusters have already each saved a lever, and the Pivot Pegz delivered zero slip, even in the rare wet conditions I’ve encountered.
The AltRider skid plate provides robust protection for the undercarriage.
In addition to the Touratech soft luggage on the back, I added a Nelson-Rigg Trails End Adventure Tank Bag ($119.95; nelsonrigg.com).
An AltRider Skid Plate with Linkage Guard ($405.97; altrider.com) replaced the lightweight OEM unit before my Nevada trip for better protection, and the Sargent World Performance Seat ($359.95; sargentcycle.com) I wish I’d had for that ride is now in place, making a huge comfort improvement over the stock unit. Ditto the Kaoko Throttle Lock ($129.99; kaoko.com); a cramped right hand is a thing of the past now that I can safely release my grip.
Other than switchable ABS, the T7 is a mostly analog machine. In lieu of cruise control, we installed a Kaoko throttle lock.
My biggest gripe is range. In mixed riding, the T7 ekes out 200-plus miles per 4.2-gallon tankful, which is marginal when exploring the empty spaces of the West. On a recent 650-mile backroads ride to the Mojave Desert, it returned 52 mpg. I’m dithering between an auxiliary tank and Giant Loop’s much lighter Armadillo fuel bag to extend its range. The robust OEM kickstand is a blessing, but its foot lever sticks out dangerously far, something a welder will soon be addressing for me.
Maintenance has been routine and simple to perform: changing the oil and filter, checking the air filter, and caring for the chain. Moving parts and cables are lubed, fasteners, bearings, and fluid levels get checked. The valves won’t need attention for another 17,000 miles.
We’ve transformed the T7 into a full-on, go-anywhere adventure-touring machine.
Looking ahead, I see more fuel capacity, a Scotts steering stabilizer, AltRider crash bars (battle proven on my former BMW F 800 GS), and an oiled-foam air filter. A tail tidy would help clean up the rear, and I may lower the bike a smidge, since my legs aren’t getting any longer. It’s a safe bet the T7 is a bike I’ll be enjoying for many years to come – likely with more improvements along the way.
The 2022 Yamaha Ténéré 700 began arriving in dealerships in January. Its MSRP has increased by $300 to $10,299, and there are two new color options: Team Yamaha Blue and Raven.
New styling on the Tracer 9 GT includes full LED lighting and extended fairing lowers that provide additional weather protection for the rider’s legs. (Photos by Kevin Wing)
Some motorcycles are fantastic right out of the gate. Others take a little time to find their way. They’re diamonds in the rough, requiring an update or two to chip away the rough edges and realize their full potential. The 2021 Yamaha Tracer 9 GT is one such bike.
Eight years ago, I traveled to San Francisco for the press launch of the all-new Yamaha FZ-09. It was a naked sportbike with an exciting, brash engine, an 847cc inline-Triple with a crossplane crankshaft that imbued it with gobs of character and torque. And at just $7,990, it was a steal. But there were downsides, like fueling issues, mediocre suspension and brakes, and a rock-hard seat.
The Tracer 9 GT is a fully equipped sport-tourer. For 2021 and 2022 model years, it’s available in Redline (shown above) and Liquid Metal.
A year after the FZ-09 debuted, Yamaha released a sport-touring version called the FJ-09, which was equipped with an upper fairing, a windscreen, upgraded rider and passenger seats, revised suspension, and optional saddlebags. At $10,490, it was a bargain too, and certainly more practical than the FZ, but the FJ-09 still suffered from a herky-jerky throttle and suspension and brakes that fell well short of the engine’s capabilities.
Nonetheless, both the FZ-09 and FJ-09 sold well. The FZ-09 was updated for 2017, and its major shortcomings were addressed. When Yamaha decided to standardize model names globally, it became the MT-09, and for 2021 it was updated again with a larger 890cc Triple, a revised chassis, and new electronics.
The FJ-09 got its first major update for 2019, and it was offered in two variants, also with new names: the standard Tracer 900 and the premium, touring-ready Tracer 900 GT. Both models featured new styling, smoother throttle response, a longer swingarm for more stability, and a larger, one-hand-adjustable windscreen. The GT also had upgraded suspension, a TFT color display, cruise control, heated grips, and a quickshifter. All that goodness ratcheted up the price to $12,999 for the GT, but it was still a good value.
Larger 890cc Triple makes more power.
We quickly grew fond of the Tracer 900 GT, which was agile, responsive, and well-suited for solo touring. Following the press launch, I spent a few days exploring backroads in Oregon and California. After I put nearly 2,000 miles on the bike, former Managing Editor Jenny Smith installed Yamaha’s accessory comfort seat and touring windscreen. Then she embarked on a 7-day, 5,000-mile endurance test that included the Three Flags Classic, a rally with stops in Mexico, Canada, and the U.S. We were reluctant to give back the keys.
Like an adventure bike, the Tracer 9 GT has an upright seating position with generous legroom.
But 2021 is when the Tracer 9 GT has come of age. With a new name and now offered only in the GT version, it’s more capable, more comfortable, and more fully featured. It got the larger 890cc Triple from the MT-09, which is more powerful, more fuel efficient, and saves nearly 4 pounds of weight. On Jett Tuning’s dyno, the Tracer 9 GT made 108 horsepower at10,000 rpm and 63 lb-ft of torque at 7,200 rpm at the rear wheel. That’s a gain of 5 horsepower and 6 lb-ft of torque over the Tracer 900 GT we tested last year. During this test, we averaged 48.7 mpg, up from 44 mpg on the Tracer 900 GT. Fuel capacity increased slightly to 5 gallons on the Tracer 9 GT, and our estimated range was 243 miles, up from 211 miles on the previous model.
One-hand-adjustable windscreen and larger handguards provide good wind protection, and heated grips are standard.
Although throttle response issues were resolved during the previous update, the Tracer 9 gets the latest version of Yamaha’s Y-CCT (Yamaha Chip Controlled Throttle) throttle-by-wire, which uses an APSG (Accelerator Position Sensor Grip) for a more refined feel. A 15% increase in crankshaft inertia further smooths out on/off throttle transitions. On the road, there is a direct connection between the right grip and the rear wheel without any harshness.
Both the windscreen and seat are adjustable for height, and the handlebar and footpegs are adjustable for reach.
Yamaha’s D-Mode, which adjusts power and throttle response, now has four preset modes: 1, 2, and 3 offer full power with progressively milder response, while 4 reduces power and has the softest response. Mode 1 corresponds to what would be called “sport” mode on many motorcycles, which is often overly abrupt, but not so on the Tracer 9 GT. Throttle response is immediate without being too aggressive. As the dyno chart shows, torque is consistent through the rev range, so there’s always grunt available when you need it.
The Tracer has always been an agile bike, but the upgraded suspension and lighter wheels make it even better.
Wrapped around the engine is a new aluminum frame made using a controlled-fill diecast process that reduces mass and increases lateral rigidity by 50%. A 1.2-inch lower headstock and mounting the engine more vertically helps centralize mass. A new aluminum swingarm is mounted within the frame for more rigidity, and a new steel subframe increases load capacity and allows an accessory top trunk to be mounted along with the larger 30-liter saddlebags.
Larger saddlebags will hold a full-face helmet in each side, and they can be left unlocked for easy access.
The saddlebags are large enough to hold a full-face helmet in each side. The bags can be left unlocked for convenient access, locked for security, or removed to carry into a hotel room or to lighten the load for apex strafing. The lock barrels can be a little fiddly (which has long been an issue with Yamaha luggage), but with practice they work just fine.
New KYB semi-active suspension electronically adjusts damping based on real-time conditions.
Another upgrade for the Tracer 9 GT is semi-active suspension. The KYB Actimatic Damping System (KADS) uses input from a 6-axis IMU, the ECU, a hydraulic control unit, a stroke sensor on the fork, and an angular position sensor on the rear shock to adjust damping based on real-time conditions. The system electronically adjusts compression and rebound damping in the fork and rebound damping in the rear shock, and there are two modes, A-1 (sport) and A-2 (comfort). Spring preload must be adjusted manually using a tool for the fork (it’s in the toolkit) and a remote knob for the shock.
The Tracer 9 GT is ideally suited for solo sport-touring, but it has a comfortable passenger seat and can be fitted with an accessory top trunk.
With 5.1/5.3 inches of front/rear suspension travel, the Tracer 9 GT has plenty of available stroke to absorb bumps, seams, potholes, and other pavement irregularities. By adapting to changing conditions, the KADS suspension delivers a supple, compliant ride and it quickly firms up as needed to prevent excessive chassis pitch under braking and acceleration. The Tracer 9 GT feels more sure-footed in corners than its predecessor, with excellent grip from its Bridgestone Battlax T32 GT sport-touring tires. Agility has gotten a boost from new 10-spoke aluminum wheels made using Yamaha’s new “spinforging” process, which saves 1.5 pounds of unsprung weight.
Full LED lighting includes headlights, position lights, and cornering lights.
In addition to its new semi-active suspension, the Tracer 9 GT has a more comprehensive suite of IMU-based electronic rider aids derived from the YZF-R1 sportbike, including traction control, slide control, lift control, and ABS, with intervention adapted to lean angle and other inputs. The electronics have multiple modes, and the only system that can’t be turned off is ABS. The IMU also provides input for new LED cornering lights, which illuminate the insides of cornering when lean angle exceeds 7 degrees.
The Tracer 9 GT has an upright seating position, more like an adventure bike than the more committed ergonomics on many sport-tourers. Being able to sit up straight with no weight on the rider’s wrists, relaxed shoulders, and ample legroom makes it enjoyable to pile on the miles, and that’s what a sport-tourer is all about. The one-hand-adjustable windscreen and handguards provide good wind protection too.
A new dual TFT display provides a wealth of info, and what is shown in the grid on the right side is customizable.
Comfort and convenience features include cruise control, heated grips, and a quickshifter. In addition to upshifts, the quickshifter now provides clutchless downshifts with an auto-blipper. And the heated grips now offer 10 levels of adjustment. The Tracer also has full LED lighting, a 12-volt outlet behind the instrument panel, and a centerstand.
Yamaha has given the Tracer a unique dual-panel TFT display, with each screen measuring 3.5 inches. The speedometer, tachometer, gear indicator, and other functions are on the left panel. The right panel has a grid of four smaller displays that can be customized to show the rider’s preferred info, even if the information is also shown on the left panel. The mostly white-on-black text is crisp and clear, but some of the text is small. The TFT panels have a glossy surface that reflects sunlight and can make the screens appear too dim (brightness is not adjustable). Depending on the position of the sun, sometimes all I could see was the reflection of my riding jacket.
The Tracer is equipped with a centerstand for easier chain maintenance and loading/unloading the saddlebags.
Yamaha upgraded the rider’s seat with higher-quality cover material and added color-matched stitching. The dual-height rider’s seat can be set at 31.9 or 32.5 inches. To suit riders of different body types or preferences, the bars and footpegs can be adjusted. Rotating the bar-riser clamps allows the handlebar to be moved up 4mm and forward 9mm, and the footpeg brackets can be moved up 14mm and back 4mm. The passenger seat is now thicker and wider, and there’s a new integrated, one-piece grab handle.
The Tracer 9 GT’s many upgrades have raised the price to $14,899, which is $1,900 more than last year’s Tracer 900 GT. For those who are cross-shopping, BMW’s F 900 XR (with Select and Premium Packages but no saddlebags) is $15,045 and Kawasaki’s Versys 1000 SE LT+ costs $18,199. Even though the Tracer is more expensive than its predecessor, it’s priced lower than its closest competitors and no important features were left off the spec sheet.
New “spinforged” wheels save 1.5 pounds of unsprung weight. They also have larger-diameter axles and are fitted with Bridgestone Battlax T32 GT sport-touring tires.
Over the past several years we’ve put thousands and thousands of miles on the FJ-09, the Tracer 900 GT, and now the Tracer 9 GT. We were immediately won over by its exciting Triple and its playful maneuverability. Yamaha kept at it with a steady regimen of improvements and refinement, and the platform got better and better.
This year Yamaha hit the bullseye, and the Tracer 9 GT earned Rider‘s 2021 Motorcycle of the Year award. We’re more reluctant than ever to give the keys back.
The Tracer’s new saddlebags feature a floating stay damper system to absorb mass transfer during cornering to keep the chassis stable.
A while back, I tested the new Yamaha Tracer 9 GT (link) for Trev and noted Yamaha had taken what was a bit of a delinquent sport tourer and turned it into a respectable member of society.
2021 Yamaha MT-09 SP
That bike is now a genuine alternative to the sporty sports-touring competition of the Ducati Multistrada and the BMW S 1000 XR, but what of the bike it’s based off in the MT-09? Or, more specifically, the hot-rod MT-09 SP?
As you may have guessed, the SP has also come under the microscope for 2021. This is essentially the same bike as the GT but stripped to the bone (you could look at it the other way and say the GT is the MT-09 built up).
2021 Yamaha MT-09 SP
Inside is the enhanced 890 cc inline three-cylinder motor, a new chassis, swingarm and revised KYB/Ohlins suspension, a slimmer, sharper body complete with LED’s and new electronics that will hopefully keep everything on the straight and narrow.
The MT-09 is the original ‘Dark Side of Japan’ motorcycle, the slogan opening up a completely new world for Yamaha’s number crunching executives to explore. The first few iterations of the MT were pretty rough around the edges, with most of the comments slated at the ultra-snatchy nature of the throttle and fuelling plus the chassis’ tendency to not load the front up well enough to maximise its undoubted turn speed.
The 2021 Yamaha MT-09 SP runs an Ohlins shock
It got progressively better over the years, and in 2018 we got the SP version that bought the naked roadster into line with other Yamaha specials like the MT-10 SP and R1M superbike.
That SP got a strange mix of KYB forks up front and a fully-adjustable Ohlins for the rear suspension duties, which is curious because you’d think Yamaha would just throw some shiny gold Swedish legs on the front and then really call it a special edition.
KYB front forks aren’t quite of the same calibre as the shock but are a welcome upgrade
There’s not a lot that separates the base model MT and this SP version aside from cruise control and more traditional MT colours like the blue wheels and silver tank accents – which I think looks a lot better than the lairy red wheels of the base model.
Yamaha was one of the first to really go after the middleweight nakedbike segment with the original MT-09, and they’ve created somewhat of a monster in the process. Yamaha’s up against the Kawasaki Z900 ABS, Triumph 765 Street Triple, Ducati Monster, KTM 890 Duke and Duke R, MV Agusta Brutale 800, and probably a few others I can’t think of right now.
2021 Yamaha MT-09 SP is available for $17,299 ride away
Each one of these bikes are executed extremely well, each offering different performance capabilities largely based on price, so Yamaha needed to come packing fire for the 2021 MT-09 SP to be a sales success.
Yamaha’s offering the SP for $17,299 ride away, representing a $2050 increase over the base model. But when you consider the going rate for an Ohlins shock and a revalve of the front suspension, you’re getting a decent amount of bike for your money.
The SP features the same CP3 triple-cylinder – updated in 2021 to 889 cc – as the base MT-09
Under the hood of the new SP sits the same 890 cc inline triple that’s on the base model, and I’ve got to put my hand up and admit I didn’t expect the new motor to be so rowdy. After my afternoon on the GT a few weeks back I knew some of what to expect, but the 30 kg lighter MT (with fuel) makes the motor feel like it’s got an extra 30 cc.
The new 890 cc triple pulls harder than an 18-year-old after his first strip club night. The clunky, jerky throttle of years past has been somewhat neutered in the 2021 edition, to the point where small throttle openings when cranked over doesn’t have the bike lurching forward underneath you. Instead, Yamaha’s mapped in quite a nice throttle response, which allows you to be more precise in slower speed situations.
Fuelling is improved, with a TFT also featured in 2021
When things get rowdy, however, there’s infinitely more performance than there was a couple of years ago. The motor has a definite kick in the power delivery at 5000 rpm and it begins to pick up speed real quick from here until 10,000 rpm.
That’s a very healthy number of revs to play with, and the always-there low-down torque is now matched by a top-end that gives me slight reminders of the R6 and its banshee wail. This engine in a track-specific sportsbike chassis would really be something else…
An up/down quickshifter is standard fitment
Yamaha’s fitted an up and down quickshifter to the gearbox that’s a nice touch, although it doesn’t have the smoothest of cuts. Still, as a standard feature this is nothing to sneeze at, as some of the class competitors don’t even come with the option of one.
That brings me to the electronics, which are somewhat confusing. You get a six-axis IMU, traction, wheelie (it’s called lift) control and ABS, plus four riding modes for the Yamaha D-mode throttle—that’s all well and good. But there’s a second traction control menu on the left handlebar that operates independently of the one inside the main menu on the dash as is accessed by the a little button where the high beam switch would be.
It took some tinkering to work out how to turn anti-wheelie off
This is, as far as I could figure out, the anti-wheelie traction control, because you can switch lift control all the way off, put your TC down to level one and your ABS on one, but if the menu on the left of the main dash isn’t in traction control M (for manual), you can’t do wheelies. This is quite the frustrating thing, and even the folks I’ve spoken with at Yamaha say it’s not a well-executed system.
Once you’ve got M selected, you can wheelie to your heart’s content—this is a good thing, because this bike was designed to go on the back wheel (too bad I hadn’t figured all this electronic shittery out before we did the photos).
The chassis is also updated, with the SP receiving the polished swingarm
Let’s switch to the chassis.
Although this is the SP version, the personality trait of high in the front and low at the back is still present, but it’s not as bad as I remember. This is despite the new frame and swingarm, which Yamaha claims offers a 50 percent increase in lateral rigidity for better straight line stability.
The MT-09 retains the taller front end feel in 2021
It’s a feature of the chassis and ride position architecture, whereby the higher tank and handlebar set-up over some of the SP’s class rivals contributes to the problem.
The ride position is thankfully adjustable, with the handlebars and footpegs adjustable in two different positions. The handlebar clamps can be rotated 10 mm forward, and the footpeg mounts can be raised 14 mm higher as well as 4 mm rearward. The wide bars give plenty of leverage and you’re never put in an uncomfortable stance on the SP and the plank seat remains decently comfortable after an hour on board.
‘Peg position and ‘bar position are both adjustable
Even though front wheel feel at the bars isn’t as nice as some, there’s no doubting you can really hustle the SP along quickly. It’s a bit like a 900 cc supermotard in that it’ll go from upright to full lean stupidly quick. It’s just let down a little by front-end stability when you get on the side of the tyre.
The rear suspension helps the chassis track nicely, and having the remote preload adjuster is nice in case you want to make fast adjustments to stop the shock sinking down its stroke quickly under acceleration.
Brakes on the MT-09 SP could offer better feel at the lever, despite a new master-cylinder
I can’t say I was overly impressed with the brakes on the SP but this is a recurring theme with sporty-ish Yamahas these days. The R1M suffers badly here with brakes that last about five laps when used hard, and although the SP isn’t in that same league in terms of extreme performance, feel at the lever could be better.
Yamaha’s got the Brake Control system that modulates pressure on the front and rear brakes under emergency braking situations. The feel at the lever is a little odd, especially given the ABS can pump in quickly when the brakes are applied with a decent amount of force.
The addition of Brake Control is another middleman between your braking fingers and the force that reaches the caliper, but there’s a new master-cylinder fitted so braking power is never in question.
Wind protection certainly isn’t a stock feature on the MT-09 SP
This is probably the most naked nakedbike on the market, so the phrase ‘wind protection’ doesn’t really mean a lot here. You are your own wind protection on the SP, so the ride can be a little tiring, but I have ridden MT’s in the past with little screens mounted above the light and it does make a surprising difference for a rider’s fatigue.
Battlax S22 tyres are standard fitment
However, let’s be honest, this is a hoon bike that isn’t going to be touring from Sydney to Perth anytime soon, so keep it looking like a bike designed for a guy fresh outta jail, cool?
The MT-09 SP also is one of the most ‘naked’ nakedbikes
Yamaha’s MT-09 SP is a very good bike with a few flaws (which they all have), but for under $20,000 it’s a pretty decent deal. One thing the model has on its side is legendary reliability, so if you pick one of these things up now it’ll still be going strong in 10 years with soothing more than a few oil changes.
For well under $20k ride-away value is also a strong proposition
This is a bike with serious attitude, and as a between-the-lights street bike, this thing takes some beating.
Yamaha and the MT-09’s reliability is another plus
2021 Yamaha MT-09 SP Review2021 Yamaha MT-09 SP front braking package with four-piston Yamaha calipers on 298 mm rotorsThe quickshifter is a nice standard feature which isn’t found across the whole of this segment2021 Yamaha MT-09 SP Review
