Moto Review: 2025 Yamaha R9

Motorcycles
June 16, 2025
Dan Gunay

The R9 is proof that growing up doesn’t mean slowing down.

Yamaha just did the thing. You know — the thing where a brand takes an engine that we already love, sticks it into a chassis we have been begging for, and somehow makes it feel like a rebellion against every boring bike ever made. Meet the Yamaha R9: a middleweight sportbike built around the glorious 890cc CP3 triple engine from the MT-09, now wrapped in full fairings, sharper geometry, and enough attitude to make 600cc sport bikes blush. It’s not a track-only screamer — it’s a torque-rich, apex-carving, real-world rocket. In a world where supersports are either extinct or over-electronified, the R9 arrives like a slap in the face… in the best possible way.

Let’s talk about what hits you first: the looks. The R9 wears full fairings like it means business — because it does. This isn’t just a dressed-up MT-09; this is Yamaha finally admitting that we deserve an everyday sportbike that doesn’t look like it escaped from a Transformers audition. The R9’s bodywork is tight, angular, and aerodynamically flirtatious, pulling obvious inspiration from its R1 and R7 siblings — but with a bit more swagger, like it knows it’s got a triple under the tank and isn’t afraid to rev it in public.

The front fairing is sharp, low and wide-eyed — thanks to dual LED projector headlights tucked into nostril-like intakes that look ready to inhale apexes. There is functional downforce happening up front too, with subtle winglet shapes molded into the side fairings — not just for show, even if they do make the bike look like it’s perpetually mid-snarl. From the side, the silhouette is aggressive but not hunched over — it has that “track-ready, but won’t break your back on the way to coffee” kind of stance. The tail section is classic Yamaha: minimal, sculpted, and high enough to show off just the right amount of tire.

Now here is where it gets fun: the geometry. The rake and trail have been tightened over the MT-09 for quicker steering response — think scalpel, not butter knife. The wheelbase is slightly shorter, the swingarm is lighter and stiffer, and the ergonomics? Somewhere between “weekend canyon addict” and “commuter who hates sitting upright”. The clip-ons are low enough to remind you you are on a sportbike, but not so punishing that you won’t regret taking the long way home.

There are quirks, too, in classic Yamaha fashion. The 5-inch full-color TFT dash is finally what it should’ve been all along—bright, sharp, and loaded with features. You get Bluetooth connectivity for calls, music, and nav prompts, plus ride mode customization, lean-angle display, and a full suite of electronics powered by a six-axis IMU. That means cornering ABS, traction control, slide control, wheelie control, engine brake management, and yes—even launch control, for those brave enough to use it outside of a track day. The up/down quickshifter is slick and responsive, and cruise control makes an appearance too—because this isn’t just a weekend toy. The turn signal button is annoying to interact, and the switchgear could feel a bit more premium, but it works well enough once you get used to it.

The R9 strikes a smart balance between race-inspired aggression and real-world usability. The riding position is definitely on the sportier side – clip-ons are low, the pegs are high, and your weight shifts forward just enough to feel engaged without turning your wrists into pretzels. It’s aggressive, but not abusive. The seat is firm, but surprisingly supportive over longer rides — more “weekend warrior” than “commuter couch”, though you won’t be begging for breaks every hour. As for the passenger seat? It’s there in theory. Perched high and thin, it’s more symbolic than practical — think of it as a gesture of goodwill toward your passenger, not an actual invitation. Still, if you are riding two-up, your plus-one better like you a lot. Overall the R9 is comfortable enough to ride daily, but still feels focused enough that every corner whispers “just one more”.

Now let’s get to the main event: the powertrain. At the heart of the R9 is Yamaha’s legendary 890cc CP3 inline-triple, pulled from the MT-09 but tweaked to feel sharper, leaner and just a bit meaner. It still makes that familiar triple bark — somewhere between a snarling inline-four and a grumpy twin, but now it is filtered through a revised airbox and ECU mapping for smoother throttle response. It pumps out a respectable 117 horsepower at 10,000 rpm and a solid 68 lb-ft of torque at 7,000 rpm — numbers that strike a perfect balance between thrilling and manageable.

The gearing is sportbike-tight, with a shorter final drive than the MT-09 and revised ratios that let you stay in the sweet spot of the torque curve without constantly hunting for the right gear, unlike most 600cc sportbikes. It is fast, yes, but more importantly it feels fast everywhere. The quickshifter (up and down) is standard and works beautifully, especially at full throttle. Clutchless downshifts are crisp and drama-free, with just enough engine braking on tap to keep things lively without scaring you.

And then there is the exhaust. Look, Yamaha —bless them— still hasn’t figured out how to make a stock exhaust look as good as it sounds. The underbelly unit is compact and keeps mass centralized, but let’s be honest: It looks like a toaster strapped under the bike. Thankfully, it sounds phenomenal — metallic, raspy, and more aggressive than you would expect for something that passes Euro 5 noise regulations. Most owners will swap it anyway, but the stock note is good enough that you won’t feel embarrassed at startup.

Braking comes courtesy of dual 320mm discs up front with 4-piston Brembo Stylema monoblock calipers combined with a Brembo radial master cylinder, and stainless steel brake lines along with aggressive brake pad compounds to offer track-worthy braking performance. Feel at the lever is firm and progressive — there is bite when you want it, and finesse when you need it.

The suspension is also a serious step up from the MT-09. The fully adjustable KYB front fork and rear shock have firmer baseline damping, and the geometry is sharper, giving the R9 much more confidence at lean. It allows the rider to fine tune the front forks including low and high speed compression, which means the R9 can be dialed in whether you’re carving mountain roads or chasing lap times. It soaks up bumps better than you’d expect from a bike this focused. It’s firm but compliant enough to avoid beating you up on rough pavement.

The KYB setup inspires confidence when you lean deep into corners and collaborates well with the chassis. Flick it into a corner, the bike leans in with a natural eagerness, like it has been waiting all day for you to show up and have some fun. Due to almost 50/50 weight distribution, it feels very balanced in the mid-corner. The geometry makes it quick to turn without ever feeling twitchy or unsettled. Thanks to the sophisticated electronics suite, you can push the bike further into corners with more confidence than you would expect. Unlike earlier systems, it intervenes smoothly and unobtrusively, letting you explore the limits without the bike suddenly grabbing the reins.

At highway speeds, the R9 settles into a comfortable groove. Wind blast isn’t overwhelming thanks to the aerodynamic fairings, and cruise control is a thoughtful addition for longer hauls. The mirrors, which cleverly integrate the turn signals, do their job well — though they vibrate a bit at certain rpm — adding a little “Are they cops?” suspense to your ride.

So, what is the R9, really? It’s the answer to a question Yamaha has been quietly building toward for years: What if you could have a supersport that didn’t punish you for riding it like a human? It’s not trying to be the sharpest track scalpel or the most exotic piece of garage jewelry. Instead, it threads the needle between everyday usability and weekend aggression with surgical precision. It feels like a bike designed, engineered, and built by riders, not marketers — full of smart choices, a few lovable quirks, and zero pretense. The R9 doesn’t try to impress you with lap times, or spec-sheet chest-beating. It just wants to be ridden — hard, often, and with a big, stupid grin under your helmet. That might just make it the most honest sportbike on sale today.

Engine	890cc, liquid-cooled, inline 3-cylinder, DOHC
Max Power	117 hp @ 10,000 rpm
Max Torque	68 lb-ft @ 7000 rpm
Front Brakes	Dual 4-piston Brembo calipers with 320mm disc w/ABS
Rear Brakes	Single-piston caliper with 220mm disc w/ABS
Weight (wet)	430 lbs – 195 kg
Fuel Capacity	3.7 gallons – 14 L
Seat Height	32.7 in – 830 mm
Price (starting at)	$15,999 (CAD)
Website	www.yamaha-motor.ca