The middleweight sports bike category – traditionally known as Supersport and once occupied exclusively by 600cc inline fours – is buzzing after Yamaha’s re-entry with R9. The 890cc triple already secured a World Supersport win on debut at Phillip Island and is priced competitively at just over £12,000, making the competition nervous.
And while the R9 might appear to simply be a reworked MT-09, it's actually quite different (although the bike itself is not actually ‘all-new’ – Ed). It features a completely new Deltabox frame, updated chassis geometry and multi-adjustable KYB suspension.
The CP3 engine from the MT-09 remains, but almost everything else is new, including a six-axis IMU, lean-sensitive rider aids and braking courtesy of high end Brembo Stylema calipers. Yamaha says the bike’s aerodynamic bodywork is the most efficient they’ve ever designed, and it sports fashionable aerodynamic winglets to generate downforce on the front end.
Despite its track focus, the R9 is designed to perform on the road as well. With the R1 moving to a track only model, the R9 is actually Yamaha’s flagship road going sports bike, so it is a significant model. And, with the supersport category undergoing something of a comeback in both racing and in the showrooms, we couldn’t wait to ride the latest model.
We rode the R9 in Seville in Spain and got the opportunity to take the Yamaha around the same track where we had ridden the Ducati Panigale V2, a direct competitor, just weeks earlier. The R9 packs a similar looking spec sheet to the latest Ducati and goes up against cheaper (and more traditional) inline fours like the Honda CBR600RR and Kawasaki ZX-6R.
There’s been plenty of excitement surrounding Yamaha’s R9 and it builds on the brand’s legacy of hot middleweight sports bikes that dates back to the mid ‘80s with models like the FZ600, which in turn evolved into the FZR600 and later the YZF-R6, which was the dominant force in supersport racing worldwide.
The versatile 890cc CP3 triple engine is shared with numerous Yamaha models, including the naked MT-09, retro XSR900, sports touring Tracer 9, three-wheeled Niken and the ‘80s-inspired XSR900GP. It produces 117bhp, in line with the old 600cc R6 screamer, but delivers a far meatier 93Nm of torque.
This track-focused version has had its final gearing adjusted from 16/45 to 16/43 to increase top speed, and Yamaha has tweaked the fuelling too. While the engine itself remains unchanged, the bike features a custom Deltabox frame that’s 10kg lighter than the MT-09’s, with tighter steering geometry and increased rigidity. The R9’s wet weight is quoted at 195kg, with a dry weight of just 179kg, making it a light, agile machine.
The R9 boasts fully adjustable KYB suspension and Brembo Stylema brake calipers paired with 320mm discs (plus a 220mm rear disc), along with a six-axis IMU and an extensive suite of lean-sensitive rider aids derived from the R1. It also comes with a five-inch full-colour dash, new switchgear and a race-display mode. The R9’s bodywork features a minimalist front end with its integrated winglets.
Poor weather meant that Yamaha scrapped their original plan to have us test the bike both on road and around the classic Jerez MotoGP circuit. Instead we went to Seville where, despite damp patches, we were able to try the R9 on the standard Bridgestone Battlax Hypersport RS11 road tyres, a bold decision for a track debut.
However, even with road-focused rubber, the R9 handled the conditions admirably. With mirrors and the number plate removed, it looked like a full-on race bike, even though the R9’s riding position isn’t as extreme as the R6.
That said, it is still quite aggressive with low, narrow ‘bars and pegs set high. I opted for the high peg setting and race-pattern gear shift. The five-inch dash is clear and functional, offering various themes, including a track mode. The switchgear is familiar to anyone who has ridden a Yamaha in recent years and the R9 also comes with cruise control as standard. Despite its track focus, the bike also has a USB-C outlet under the seat.
There are four power modes, three standard riding modes (Sport, Street, and Rain), and two custom modes. Yamaha also included four track-specific modes. On the damp track, I chose the preset track mode.
On the first few laps, the R9 immediately felt like an R6, albeit with more relaxed and accessible behaviour. The front-end feel was superb, with excellent feedback from the KYB suspension and smooth, tractable power from the CP3 engine. You can ride the R9 without being in the ideal gear, thanks to the engine’s broad torque curve. The bike’s user-friendly nature makes it ideal for newcomers to track riding. Even on road rubber, it felt confident and agile.
As the track dried and I pushed harder, the third-generation quick-shifter performed smoothly, allowing for fast upshifts and downshifts, even at high rpm. The front-end feedback was excellent, providing the confidence to enter fast corners with relative ease and brake deeply into the apex. While I had to remind myself that there was no ABS on the track setting, and that I was on road-biased tyres, the R9’s chassis setup, particularly the 43mm KYB forks was impressive.
The flat-top fuel tank made it easy to hang off the bike mid-corner, and I could feel the bike’s precise handling and confidence as I hit each apex. Some taller riders might prefer to move the adjustable pegs to lower settings, but I found the high pegs gave ample ground clearance and a good riding position. As I got more comfortable, I began pushing harder, feeling more confident in carrying corner speed.
Exiting corners, the bike’s torque allowed for early throttle inputs and more forgiving corner exits. Unlike the high-revving R6 or the waiting game of a 200bhp R1 superbike, the R9’s engine allowed for a more relaxed riding style, making it easier to get on the power without the need to be too precise. The engine's torque is plentiful, although the rev limit of 10,500rpm, low for a sports bike, proved to be a limiting factor in a few sections of the Seville circuit.
The final section of the track features tight switchbacks, which the R9 handled effortlessly. It's nimble, although the narrow ‘bars required more effort. At the end of each session, I felt no fatigue, with the R9 being much easier to ride than the R6 it essentially replaces, giving the illusion of being slower – despite the impressive times.
One disappointment was the braking and the Brembo Stylema calipers, which didn’t feel as sharp as I’d hoped. The slight sponginess in the brakes may have been due to tyre grip or instability during braking, but overall, the Bridgestone Battlax Hypersport RS11s performed well given their road bias. On track-specific rubber, I’m confident the R9 would carry even more corner speed and further reduce lap times. Adjusting the suspension and rider aids could unlock even more performance too.
As it was, our test was hampered by poor weather and didn’t allow us to play around with the settings as much as I would have liked but, even in the conditions, the R9 showed strong potential and promises to be an exciting machine for both track and road riding.
The bike’s stock settings were surprisingly good. Its chassis and front end felt like an R6 – light, sharp, and precise – but the R9 is more forgiving, with a more user-friendly engine. It doesn’t feel as quick, but lap times say otherwise. The only minor letdown? The Brembo Stylema brakes, which don’t quite have the usual bite.
The R9 is essentially a grown-up R6: it has the same agile chassis characteristics and a confident front end, although it offers a more approachable engine and high-tech electronics. It's already winning races, looks fantastic, and should be more road-friendly than the R6. While we can’t comment on comfort or range just yet, it’s a promising all-rounder by sports bike standards. Time and miles will tell!
2025 Yamaha R9 specification
Price: £12,250
Engine: 890cc three-cylinder, DOHC, four valves per cylinder, liquid cooled
Power: 117bhp (87kW) @ 10,000rpm
Torque: 93Nm @ 7000rpm
Transmission: Six-speed manual, quickshifter (up and down), chain drive
Frame: Aluminium Deltabox
Suspension: (F) 43mm USD forks with rebound and compression damping adjustment (R) preload, compression and rebound adjustable single shock absorber.
Wheels: Cast aluminium, (F) 17” x 3.5”/ (R) 17” x 5.5”
Tyres: Bridgestone RS11 (F) 120/70 x 17 (R) 180/55 x 17
Brakes: (F) 320mm disc, Brembo four-piston radial caliper, (R) 220mm disc, single-piston caliper. Cornering ABS
Weight: 195kg (with fuel)
Wheelbase: 1,420mm
Seat height: 830mm
Fuel tank: 14 litres
Fuel consumption: 56.5mpg (claimed)
Warranty: 36 months unlimited mileage
Contact: https://www.yamaha-motor.eu/gb/en/home/
Words: Adam Child ‘Chad’
Photography: ANT Productions
