New Yamaha R9: The Wait Ends in 2025

In the past and present, overtaking a Yamaha R6 in the supersport segment was perhaps only possible by slipping out of its slipstream. This bike has achieved many victories and titles over the past decades. The success story began in 1999 when the R6 was introduced as the successor to the YZF-600R Thundercat. From that point on, it went steadily uphill, and development was continuously advanced. With the RJ11, RJ15, and the RJ27, which was last launched in 2017, milestones were set in this class.

Since then, much has changed in the motorcycle world. The sales figures for supersports and superbikes are stagnating or even declining sharply, and the strict EU emission standards pose significant challenges for the companies. The manufacturers had to react. Yamaha's first step was to halt the further development and sale of the street version of the R6 within the EU. The successful racing version remains available for purchase.

The engine philosophy of many manufacturers changed, and the calls from loyal Yamaha fans grew louder to bring a supersport to the market based on the regulations of the Next Generation Bikes. Since 2022, machines with more than 600cc for four-cylinders, 675cc for triples, and 750cc for twins have been allowed in the Supersport World Championship. This results in the Yamaha R6, Kawasaki ZX-6R, and Honda CBR600RR being the last remaining classic inline-four 600cc in the lineup. The clever engineers from Iwata took advantage of this regulation change, recognized the potential of the Yamaha MT09 engine, and repositioned themselves.

Since the change in regulations in 2022, there has been ongoing discussion and speculation about the R9, questioning if and when it will arrive. Yamaha secured the naming rights long ago. The anticipated unveiling at the EICMA motorcycle show in Milan in November 2023, as well as the hoped-for market launch in spring 2024, did not materialize.

The Yamaha officials took their time, deliberately not wanting to shoot from the hip, to eventually present a bike that could fill the big shoes of the successful R6.

Under strict secrecy, I was allowed to take a behind-the-scenes look, gather exclusive information, and catch a glimpse of the R9. I haven't been able to ride it yet, but that's coming soon!

The new Yamaha R9 is equipped with the torquey 890cc CP3 engine from the popular MT09. It features a stroke of 62mm, a bore of 78mm, and is expected to produce around 120 hp* at 10,000 rpm.

New to this model is the "Supersport" mapping, and we are eager to see how the SSP genes are felt here.

*Exact specifications are not yet provided by Yamaha, as the R9 is not yet homologated. The compression ratio is 11.5:1, and Yamaha also mentions a Chip Controlled Throttle (electronic throttle control).

The frame, however, was not simply taken from the MT09. Instead, they went back to the drawing board—or more likely, the computer—and designed a completely new development. Using the gravity casting process, they achieved the highest rigidity of all CP3 models while having the lowest frame weight of all supersports models at just 9.7 kg. The frame is built very narrow, making the R9 agile and nimble. The total weight is 195 kg wet.

The R9 visually differs significantly from the R6. Most striking are certainly the winglets and the front headlights. The delicate rear with the aesthetically small wings, known from the R6, had to give way, moving towards the R1. The Yamaha R9 has less air resistance than the R6, and the winglets alone generate up to 7% more downforce at the front (10% in corners). Whether this affects the top speed, we will still find out.

From afar, golden fork tubes and a golden compensating reservoir catch my eye. But in this case, not everything that glitters is gold. Unlike the MT-09SP, the R9 does not feature suspension components from Sweden, but rather from KYB. Whether this little golden deception will remain or turn into a classic black was still undecided at this point. What is certain is that the 43mm upside-down KYB fork is individually adjustable in rebound and compression on both sides. The rear KYB shock absorber is adjustable in preload, rebound, and compression damping.

The braking system consists of a Brembo master cylinder at the front and Stylema calipers paired with 320mm (MT09 298mm) brake discs at the front and 245mm at the rear. The ABS can be deactivated at the rear. Here, nothing was left to chance, drawing on motorsport experience.

In the realm of electronics, the engineers from Iwata draw on their experience from the SBK segment and integrate it into the R9 in the form of an Inertial Measurement Unit (IMU).

• High-tech 6-axis IMU with lean-angle dependent assistance systems
• Traction Control System (TCS)
• Slide Control System (SCS)
• Brake Control (BC)
• Power Modes (PWR)
• Launch Control (LC)
• Lift Control (LIF) and, of course, third-generation Quick Shifter (QSS)

All of this is adjustable via a clear five-way switch on the left handlebar and readable on a 5-inch full-color TFT display with connectivity features. For longer journeys and everyday usability, a cruise control has also been considered.

With this system, lap and sector times can be recorded via an app, as well as lean angle, engine speed, gear position, speed, throttle position, and the intervention levels of electronic aids, such as traction control.

Bridgestone remains the tire partner. They rely on the Battlax RS11, the first street tire with a V-MS-Belt (special belt construction). This tire is inspired by racing and is likely the right choice for the road and occasional track days.

Front 120/70-17, the rear will be a 180/55-17 tire. In racing use, it will certainly be switched to 190. Whether the geometry needs to be changed like with the R6 will be determined during test rides.

In the 2025 Supersport World Championship, it's highly likely that three renowned teams will compete with the R9, further developing it for racing. The still competitive R6 (considering riders Manzi and Debise, who are currently in third and fourth place overall after 20 out of 24 races) will continue to be represented in the championship. The necessary steps for this have been taken for another three years. In national racing series, the R9 will not be seen on the starting grid until 2026 at the earliest. Therefore, Yamaha officials have planned a gradual transition and development process to replace the R6.

Yamaha aims to strike a balance between comfort and sportiness. The R9 is not as sporty as the R6, nor as comfortably relaxed as the R7. When seated, you notice the shorter distance between the seat and the clip-on handlebars compared to the R6, which might be a concern for very tall riders. The narrow 14-liter fuel tank allows for a comfortable knee angle. The CP3 engine has earned its place to shine in motorsports. The new Yamaha R9 is designed to be more road-friendly with its pleasant, less aggressive riding performance and to eventually build on the sporting successes of the R6. This is why its market launch took longer. Whether Yamaha has succeeded in this balancing act will be determined in the tests in spring 2025. Visually, I find it appealing, and the numbers and facts speak for success. Whether it rides as legendary as it looks, we will find out for you. The price in Germany will be 13,749 EURO, while in Austria it will cost 15,299 EURO. Here, it stands on pole position against competitors.