2025 YAMAHA YZF-R9 – DEEP DIVE

by Oct 12, 2024

Wristies, it’s time for a deep dive into the 2025 Yamaha YZF-R9. If you want to know all the ins and outs of Yamaha’s new Supersport, grab a beverage and strap in. Let’s get into it!

WHAT IS IT?

NEW SUPERSPORT

The 2025 Yamaha YZF-R9 is Yamaha’s all new Supersport motorcycle. The R9’s 890cc CP3 three-cylinder platform places it below the 1000cc four-cylinder Superbike class (like its bigger brother, the YZF-R1) but above the middleweight Road Sport class like the R9’s little brother, the YZF-R7. The world launch is set for March 2025.

In spirit, the R9 replaces the soon-to-disappear R6, although Yamaha refuses to admit this. Instead, Yamaha says the R9 represents an all-new concept stemming from a shift in trends and is designed for twisty back roads while still being track capable.

The R9 will enter national and international racing as Yamaha’s representative in the Supersport class from next year.

Whether or not the R9 can fill the shoes of the R6 remains to be seen. Yamaha has engineered the R9 to have a larger bias towards road riding than the R6. Where the R6 is a full-on track refugee, the R9’s performance is meant to be easier to access on the road.

Expect the R9 to be a very different riding experience to the R6, thanks mainly to a radically different philosophy towards engine power delivery and chassis design (more on that later in the ENGINE and CHASSIS sections).

A LITTLE HISTORY

DEATH RATTLE

No doubt you are by now well aware of the demise of the 600cc class Supersport. Their reduced footprint in the market has created a vacuum that has since been filling with a new breed of cheaper, less capable and mostly parallel twin road going sport bikes (I refuse to call them Superports because they’re not!).

The Yamaha R6 was arguably the biggest victim of the Supersport decline. Yamaha tried to fill the void left by the R6 by giving us the R7, which has no business being compared to the R6 in reality. The R7 cannot hope to match the performance of the R6. The loss of the R6 left Yamaha without a performance motorcycle capable of competing in the Supersport class on the roads and racetracks of the world. Enter the R9.

WHO IS IT FOR?

WELCOME SUPERSPORT RIDERS

The 2025 Yamaha YZF-R9 is for those who want a genuine Supersport experience and who can’t afford or justify the cost and performance of a Superbike. The R9 will be a natural progression for riders wanting more performance than what the middleweight Road Sport category can provide.

The R9 will also suit seasoned riders who have nothing to prove after years of riding Superbikes and just want to have more affordable and accessible fun on the road without the overhead of a Superbike.

Be prepared for a committed riding position with riding ergo’s less extreme than the R1 and R7 thanks to a closer reach to the bars. I judge the riding triangle to be similar to the Suzuki GSXR-750 but with slightly more legroom.

BOX TICKING

The R9 will not be as rev-hungry as the R6. Unlike the R6, the R9’s powerplant will offer effortless torque at road speeds. You will be able to get into the power earlier, but it won’t last as long. Where a 600cc four-cylinder Supersport will keep revving, the rev limiter will end play early on the R9.

For those track day junkies, the R9 will tick the box and go some way to filling the void left by the R6. The R9 will lack the outright top-end exhilaration of a screaming four-cylinder, so expect a more subdued (but satisfying in its own way) experience at the race track.

This will be a discussion for another blog, but I can see this class of Superports increasingly becoming the norm on your local twisties and track days. Superbikes are simply becoming too expensive to own and risk at the track. As much as you might want a $50,000 Ducati Panigale V4S for the track, can you really afford to crash it?

THE COMPETITION

GET IN THE RING

The Yamaha R9’s current Supersport competitors include the Kawasaki ZX-6R, Honda CBR-600RR, MV Agusta F3 800, Suzuki GSX-R750, Ducati Panigale V2 and Yamaha’s own R6 (check them all out here). These will be joined in 2025 by the KTM 990 RC R.

Except for the KTM (which will follow the ‘new torque’ formula), these are ‘old school’ Supersports with engines tuned for high RPM peak torque and power. The R9 (and KTM) prirotise accessible torque lower in the RPM range. In that sense, the R9 breaks the mould of traditional Supersports and is the vanguard for a new formula for Supersport motorcycles.

PRICE

TELL US THE PRICE, SON!

The introductory price in Australia for the R9 until 31 March 2025 is $23,199 (ride away). Expect this price to increase by between 500 and 1000 dollars from April 2025. Pricing in the US starts from $12,490 MSRP and from £12,250 in the UK.

The R9 is priced between the Kawasaki and the V2 Ducati and is approximately $10,000 and $15,600 less than the 2025 Yamaha R1 and Ducati Panigale V4 base models, respectively (AUD pricing). You could have two R9s and change for one 2025 Ducati Panigale V4S!

For comparison, the 2025 Kawasaki ZX-6R costs $18,712 (ride away), and the 2024 Ducati Panigale V2 costs $26,400 (ride away). Meanwhile, the Honda CBR600RR is $29,444 (ride away).

As an aside, I don’t understand Honda’s pricing for the CBR600RR in Australia. The CBR is priced close to its peers in overseas markets but carries Superbike pricing in Australia. C’mon, Honda Australia, pull your heads in!

DRIVETRAIN

CP3 POWER

Yamaha has not yet given us official power and torque figures for the R9. We will have to wait until the launch in March 2025 for those. But, we do know the R9 is built around the 890cc triple cylinder CP3 platform of the MT-09/XSR900.

According to comments from various Yamaha employees, the R9’s triple will not be very different in tune from the MT-09/XSR900. Yamaha claims ignition timing, fuel mapping, and final ratio are all optimised for Supersport performance.

We can expect different final drive gear ratio changes in the form of longer gearing. Longer gearing will gain some top speed at the expense of some of the low-down grunt the CP3 powerplant is famous for.

TORQUE SPORT

The R9 flips the script by providing much more torque lower in the rev range but at the sacrifice of peak horsepower. Therefore, the power delivery differs significantly from that of a traditional Supersport like the R6.

The R6’s inline four-cylinder 600cc engine packs its power and torque at the top of the RPM range, requiring the rider to live high in the revs to access peak performance. This is much easier to do on the race track than on the road, making the R6 a horsepower-focused machine, thus giving it the reputation for being a track banshee.

HIGH TECH INTERNALS

An interesting feature of the CP3 engine that had escaped my attention in the past is the use of forged pistons and forged fracture-split connecting rods. These items require less material than cast items, reducing weight and internal engine inertia.

The forged connecting rods are made using the fracture-split method, where the big-end ring of the connecting rod is purposefully fractured and then reassembled to ensure high manufacturing accuracy. This creates a pair of perfectly matching halves that produce a much more precise mating surface when the rods are bolted together again around the crankshaft.

These technologies are usually reserved for high-performance engines, so it’s nice to see their use in the R9.

CHANGING GEAR

Regarding transmission, the R9 is fitted with a conventional 6-speed gearbox and cable-operated assist & slipper clutch. Yamaha’s third-generation Quick Shift System (QCS) also makes an appearance. Like the latest MT-09, this bi-directional system allows clutchless shifting, even with the throttle open on downshifts and the throttle closed on upshifts.

CHASSIS

FRAMEWORK

The frame and swingarm of the R9 are not carried over from the MT-09/XSR900/GP (MT). Yamaha claims the frame was designed specifically for this bike with rigidity and geometry optimised for sport riding. With a claimed weight of 9.7kg, the R9 frame is the lightest ever fitted to a Supersports Yamaha.

It may not seem obvious, but the MT and R9 mainframes are built using very different philosophies.

Yamaha refers to the MT frame as a Diamond design. It consists of two cast sections that are bolted together. Such a design is not best suited to track and racing applications. For the R9, Yamaha employed their Aluminium Deltabox frame, which is cast and welded together.

DELTABOX = RACING

The Aluminimum Deltabox frame is reserved for serious Supersport models and is the same concept used for the R6 and R1. The Deltabox can withstand much higher stresses, such as those experienced during racing. While there is no doubt the standard MT frame could be adapted to racing, to be competitive against other Supersports on the race track, the Deltabox is a must.

Comparing the R9 frame to the MT-09 reveals a noticeable difference in shape and contour between the two mainframes. You will notice the headstock of the R9’s frame is a solid cast piece, and weld lines are prevalent. This is not the case with the MT-09/XSR900 GP.

The difference is less obvious with the swingarm and subframe. The swingarm is not the usual braced variety, but with only 120 or so horsepower to handle, it probably doesn’t need to be. It looks a little underdone in that it lacks styling flair and doesn’t have the cool bulkiness of the R6 swingarm. It is still aluminium, however.

For me, the Aluminium Deltabox frame is the ultimate giveaway that the R9 is indeed built with a Supersport mindset and, therefore, is designed with racing in mind. The Deltabox is only found on the sportiest Yamaha models. Folks, we have a true Supersport on our hands!

NUMBERS GAME

Numbers-wise, comparing the wheelbase and rake and trail numbers of the MT-09, XSR900 GP and R9 is interesting. The R9 has a wheelbase of 1420mm (55.9 in.), the MT-09 1430mm (56.3 in.) and the XSR900 GP 1500mm (59.1 in.), the R9 being the shortest of the lot.

Compare this to the wheelbases of the R6 (1,375mm – 54.1 in.), Suzuki GSX-R750 (1,390mm – 54.7 in.), and Ducati Panigale V2 (1,436mm – 56.5 in.). The R9 is right in the Supersport ballpark.

In terms of rake and trail, the R9 has the shortest numbers of the CP3 gang at 22.6 deg/94mm (3.7 in.) versus 24.7 deg/ (4.3 in.) for the MT-09 and 25.30/108mm (4.3 in.) for the XSR900 GP.

The R9 also has more aggressive rake and trail numbers than the R6 at 24 deg/96.5mm (3.8 in.), the Ducati Panigale V2 at 24 deg/94mm (3.7 in.), and the Suzuki GSX-R750 at 23.8 deg/97mm (3.8 in.).

The XSR900 GP’s swingarm is 55mm longer than the MT-09’s. Considering the short wheelbase of the R9, its swingarm looks like it is the shorter of the two variants. 

WHAT DOES IT ALL MEAN?

All these numbers tell us that the R9 lives well inside the realm of Supersport numbers with a short wheelbase and aggressive geometry numbers. It will be an exciting handler, more in the vein of the MT-09 than the XSR900 GP, as the R9 is the most radical of the three.

Based upon the reputation of the MT-09 as a super flickable and agile machine, and coupled with even sportier geometry numbers, the R9 is shaping up to be a fun road-going sportbike and track day machine.

ERGONOMICS

Make no mistake, the R9 has an aggressive rider triangle that closely mimics all other Supersport motorcycles. Having said that, Yamaha claims to have considered road riders in the ergonomic setup. They have done this by giving the R9 a shorter reach to the bars than the R1 and R7, more legroom than the R1 and rearsets that are adjustable in two positions.

With a seat height of 831mm (32.7 in.) and clip-on handlebars mounted below the top triple clamp (without risers), the R9 offers a proper Supersport cockpit perfect for corner carving.

SUSPENSION

Kayaba suspension front and rear adorn the R9, with the fork transplanted from the 2025 Yamaha R1. This is another clue as to the more serious nature of this machine compared to the other MT-based models. 

Both ends are adjustable for compression, rebound and preload, the rear with a remote adjuster. Of note is the compression adjustability with both low and high-speed adjustment, which is possible for both the fork and shock.

The 41mm forks have a base valve, and the rear shock has a new low-speed valve, which Yamaha claims is a first for motorcycles, though they do not explain these valves in detail. Perhaps we’ll learn more during the ride launch.

WHEELS

The R9 does not share the same wheels as its CP3 siblings. Recall that the then-new wheels of the 2021 MT-09 (and subsequent versions, including the XSR’s) were presented with much fanfare surrounding their advanced spin-forging manufacturing technique. Yamaha boasted of increased strength and reduced weight.

Yet, the 2025 R9 reverts to the ‘old’ cast wheels of the R6. Why is this so? Well, consider that the R9 will be raced in championships for which it must be homologated. The original fitment wheels must be used in nearly all of these championships. It could be that the newer spin-forged wheels do not meet the homologation standards of these championships.

Or, it could simply be a cost issue. Perhaps the spin-forged wheels are a little more expensive to produce, so Yamaha went with the old cast versions to keep costs down to allow other more costly items to be fitted, like the Brambo calipers.

BREMBO BREAKING

The R9 is fitted with Brembo Stylema monobloc front calipers and a Brembo radial master cylinder. Yamaha’s usual Advics calipers and Nissin master cylinder have finally been ditched in favour of Italian components.

The R1 has been much maligned for its lack of braking feel over the years, partly attributed to the hard parts. Hopefully, this new setup will go a long way in addressing this issue on the new R1 and, by extension, never raise its ugly head on the R9.

FUEL TANK

The fuel tank holds 14L (3.7 gal), which is less than the usual 17L found on Supersport machines. The shape is standard Japanese fare with broad knee points to help grip under braking. The seat-to-tank connection looks narrow, which will help shorter riders touch down despite the 831mm seat height.

The R9 misses out on a low-fuel design for mass centralisation. The entirety of the tank sits atop the frame, rather than having a portion of the tank protruding downward under the seat. Therefore, all the fuel sits higher up, resulting in a higher centre of mass.

This is probably one of the compromises Yamaha had to make with using the CP3 platform as the base for the R9, and it is one of the few areas where the latest Supersport norms are not built into the design.

WEIGHT

Mass-wise, the R9 weighs 195kg (430 pounds) wet with its 14L (3.7 gal) fuel tank filled full. By comparison, the R6 weighs 190kg (419 pounds) wet, the MT-09 193 kg wet, and the XSR900 GP 200kg wet.

195kg is more than acceptable for a motorcycle of this type and proves Yamaha has invested in light materials for the CP3 platform. There is no sign of welded steel frames, which is common in the class below (including the R7).

ELECTRONICS

BITS & BYTES

The new R9 has more electronic features than you can poke the proverbial stick at, so I will list them below and point out a few interesting features.

• Ride-by-wire Yamaha Chip Controlled Throttle (YCC-T®) System
• Yamaha third-generation quickshifter
• Full color 5-inch TFT display provides selectable themes and a wide range of vehicle data
• Smartphone connectivity with Yamaha Y-Connect allows riders to link their smartphone to the new TFT display
• Six-axis IMU
• Four-level power delivery mode (PWR)
• Nine-level lean-sensitive Traction Control System (TCS)
• Three-level Slide Control System (SCS)
• Three-level Lift Control System (LIF)
• Lean-sensitive Brake Control System (BC) with ABS
• Two-level Engine Brake Management (EBM)
• Back Slip Regulator (BSR) reduces rear wheel lock up under engine braking by controlling torque supplied to the wheel
• Launch Control (LC)
• Yamaha Ride Control (YRC) with preset and customisable settings
• Rear ABS off function
• Yamaha Variable Speed Limiter (YVSL) controls engine output to enable riders to set a maximum speed limit for their machine
• Full LED lighting includes a single bi-functional headlight, sleek positioning lights, slim tail light and compact turn signals
• Intuitive new switchgear (as per MT-09 and XSR900 GP)
• Cruise control when riding 40 km/h (25 mph) or more in third gear or higher

DIGITAL DREAM

The R9 lacks for nothing on the electronics side. The R9 has essentially the same six-axis IMU-driven electronics package as the R1, with even more features than its bigger brother.

Do you remember when everyone lost their shit over the slide control system when Yamaha came out with it in 2015 on the then-new R1? Well, the R9 has it in addition to other noteworthy additions like a pit lane speed limiter (which you can use on the road to limit your speed), cruise control, and rear ABS off function, to name a few.

The quick shifter is arguably the most advanced on any motorcycle, as it allows you to downshift with the throttle on and upshift with the throttle off. The R9 even has self-cancelling turn signals, Bluetooth connectivity (music, calls), and the ability to connect to smartphone apps to change settings, download telemetry and enable turn-by-turn navigation. Top job, Yamaha!

AERODYNAMICS

ON A WING AND A PRAYER

We couldn’t end this deep dive without talking about those wings. Yamaha claims the R9 is the most aerodynamic Supersport they have ever made. While they don’t quote the actual downforce created by the wings, they are designed to help keep the front more stable and planted.

Testing these claims is nearly impossible, so let’s focus on the visible features of the aero package.

The wings extend forward of the headlights and, much like cat whiskers, stick out no wider than the body. The gap between the wings and the inner body creates an interesting air channel that manages airflow around the rider and which looks like it uses the venturi effect to help suck hot air out from behind the radiator.

The net effect gives the front side profile the look of a Yamaha Wave Runner. Sorry, that’s a bit harsh. The wings are nicely integrated into the fairing and, at some angles, aren’t very obvious. And even if you can’t feel their downforce, the flat top wing surface can hold your favourite beverage.

BOTTOMS UP

As for the bottom half of the fairing, Yamaha aero designers took an early lunch. The bottom of the bike is dominated by the exhaust with limited fairing. It seems managing airflow at the lower portions of the fairing is not that important. Nor do you have to make that area look good either (the clay modellers were at lunch with the aerodynamicists).

I guess Yamaha doesn’t care since race bikes will be fitted with full-length oil-catching underbody pans anyway. Just don’t look down if you buy the R9 because it’s fuggly (thanks for nothing Euro 5+ emissions eurocrats – you jerks!).

FINAL THOUGHTS

NEW STANDARD?

I currently own a Suzuki GSX-R750 and Kawasaki ZX-10R, and until very recently, a Ducati Panigale V2. I am a massive fan of sub-1000cc sport bikes. The Suzuki is one of the best bikes I have ever owned because the power is not overkill, and its lightfoot nature is so much fun to ride on road and track.

With the GSX-R750 disappearing in most markets and no replacement on the horizon, I see the R9 as the spiritual successor to the seven fiddy. A fuller power curve than a 600 in a light, fun chassis is a recipe for success.

I was a little unsure about the R9’s Supersport credentials until I started researching for this article. The R9 is not an R6 replacement. It never could be. But it is a Supersport, only with a different flavour. On the road, the R9 will likely be more forgiving and have more accessible power than the R6, and it will do what the R6 did at the track without the banshee top end.

Only those diehard screaming four-cylinder fans will continue to cry over losing the R6. Yamaha has moved on, whether you like it or not. The R6 is gone and won’t be back. We must thank Yamaha for continuing to give us Supersports despite ever-stringent emissions regulations. The alternative would have been to abandon the Supersport category altogether. Now, that would have been something to cry over.

Read more Wrist Action posts here.

Visit the Wrist Action Supersport Showroom here.

 

OTHER ARTICLES

Wrist Action

0 Comments

Submit a Comment

Your email address will not be published. Required fields are marked *