I Wasn't Excited About the Yamaha R9, Until I Saw It

I’m the first to admit that, initially, I was a little non-plussed by all the talk of an upcoming Yamaha R9.

After all, it would follow the MT-07-based R7 which, although a likeable first-time sportster, was also, with just 73bhp and fairly basic cycle parts. And thus, it was seemingly an unworthy, unfitting successor to its jewel-like, 1999 OW-02 WSB homologation special namesake.

An R9 also, by following that same formula in being a this time MT-09-based sportster, seemed a bit, well, predictable, a yet ‘AN Other’ CP3 spin-off on the back of the MT, XSR, Tracer, SP, new GP (below) and – probably – more.

It also, by following both ‘tacks’ for so long – the R9 was first rumoured, if you remember, a full two years ago – already seemed overly-familiar, ‘tired’ and, well, unimaginative, even before it had been officially unveiled.

But now it’s here I’ve now had a ‘reality check’ (as modern people say) and am now also prepared to admit I was not only wrong but that the R9 could be one of the most significant bikes in years. Here’s why:

First, and even at the most cursory glance, now that it’s been officially unveiled, the production R9 is clearly much more than ‘just’ an R7 (below) with an MT-09 engine. Looks-wise, check out the MotoGP-inspired winglets and R1-alike seat unit. Specs-wise, revel in the new cast aluminium Deltabox frame, Brembo Stylema brakes (and matching Brembo master-cylinder, too, natch, both as straight off the 2024 MT-09SP) and multi-adjustable suspension. And ‘tech-wise’, nod sagely at the six-axis IMU-based electronics including multiple modes, launch control and ‘3rd gen’ quickshifter. Still think this a ‘poor man’s R sportster’? Not me.

Second (and this is the ‘reality check’ bit), although the CP3 engine in the R9 is familiar and largely unchanged, this is actually A Very Good Thing Indeed. Over the last decade, and especially in its latest, updated Euro5+ form, Yamaha’s Crossplane crank triple (hence ‘CP3’) has repeatedly proven itself to be gutsy, characterful and thrilling whether in roadster, retro, sports-tourer and, most recently, ‘Sport Heritage’/XSR900GP forms. A ‘road sport’ R9, therefore, makes perfect sense, even more so now that the GP recently proved to be so good. If the R9 is even only slightly sportier than that (and it will be, it’s already 5kg lighter with better suspension and brakes), it’ll be not just credible but brilliant.

And third (and this is perhaps the most telling and most significant of all), over the course of the CP3’s decade-long lifespan, the motorcycling consensus has also been that traditional sportsters, 600 supersports and 1000cc superbikes, have become largely pointless as road bikes. 

This has been due to ever more extreme performance which can barely be touched within real-world legal restrictions, ergonomics that require the physique and stamina of a 17-year-old jockey, few practical concessions other than a lockable filler cap and often £20K+ prices which put them out of reach of pretty much everyone.

The R9 could change all that. Not only does Yamaha’s new triple look great, have enough specs and tech to satisfy and almost certainly be brilliant (and comfortable) fun within a real-world speed range of, say, 50-80mph (for legal reasons I don’t mean exactly that, but you know what I’m getting at), the whole package makes far more sense than a superbike, too.

The latest Honda Fireblade, for example, now costs £23,499, Aprilia’s RSV4 Factory has just been reduced from £23,150 to £21,150 and Kawasaki’s even base-level ZX-10R is nearly £18,000. For the most part, it’s easier to sell snow to Inuits and big dealer discounts are commonplace.

But the new R9’s £12,250 tag, for the first time on a sports bike I can remember in a long time, actually sounds tempting. Oh, and it has cruise control and decent mirrors, too.

Just don’t do a one-make race series with it, Yamaha, please…