Way back in April we scooped patents showing a restyled Yamaha MT-07 complete with an automated manual transmission and uprated suspension components—and now exactly that bike has been revealed in Europe where it’s expected to reach showrooms in the first part of 2025.
There’s often a delay between the launch of Euro-spec Yamahas and the same models reaching the US market. We’ve seen it with the likes of the Tracer 9 GT+, which was shown in Europe in late 2022 but didn’t hit the US market until the 2024 model year. But it’s a sure bet that the revamped MT-07 will eventually be coming to these shores. It’s not just some lightweight cosmetic makeover, either: this is a ground-up redesign including a new chassis, uprated suspension, hugely improved electronics, and restyled bodywork, all together with some substantial weight loss measures to counteract the mass of the additional kit that’s been added.
But, unusually, we need to start with an option before we get into the meat of the changes to next year’s MT-07. As well as the standard model, Yamaha will be mirroring its MT-09 lineup (in Europe and other markets) by offering the MT-07 with the new Y-AMT semi-automatic transmission. Based around two electromechanical actuators—one for the clutch, the other for the shifter—and a built-in computer brain to operate them, the system eliminates the clutch lever and foot shifter, replacing them with simple “up” and “down” triggers on the left bar. There are two fully automatic modes, each with their own shift strategy: one that holds revs longer for more spirited riding, the other set to short-shift for a more relaxed approach. But the triggers can override them and, when set to manual, you’re given full control over the shifts.
To get the Y-AMT system to work Yamaha has fitted its YCC-T ride-by-wire throttle system to the MT-07—the first model using the CP2 parallel-twin engine to get it. As a bonus, even on manual versions of the bike, that means the MT-07 can finally benefit from switchable traction control, multiple riding modes and power settings, plus cruise control, all of which are fitted as standard to the 2025 model.
Those ride-by-wire throttles are paired with new intake funnels and a revised airbox design that, like the latest MT-09, includes ports in the top of the fuel tank cover to channel intake noises directly at the rider, making for a more appealing noise without increasing the volume too much. There’s an assist and slipper clutch on the manual version, too, to reduce lever pressure.
The 689cc CP2 engine is mechanically unchanged, with the same claimed 72.4 hp peak at 8,750 rpm and 49.4 lb.-ft. at 6,500 rpm as before, but the additional modes, traction control, and new noise promise to make it quite a distinct experience.
However, the changes to the chassis are even more extensive.
Despite sharing the same overall design idea as before, the steel tube chassis is completely redesigned, with changes to the shapes and thicknesses of the tubes to maximize rigidity and minimize weight. So, while it’s no heavier than before at 32.6 pounds, the new frame is between 12 and 13 percent more rigid than the old one.
A new monoshock swingarm is paired with an upside-down 41mm fork mounted in new, cast aluminum triple clamps. There’s also new radial-mount four-pot brakes to replace the old axial-mount designs. Meanwhile the riding position is modified with lower pegs, while the bars are lower, wider, and pulled back a little compared to the previous design.
Less obvious, but perhaps more significant, the wheels are made using the same SpinForged tech that’s already used for the MT-09′s rims, reducing their weight by just over a pound. Since it’s both unsprung and rotating mass, that’s a benefit that should be felt in both the bike’s performance and handling. All the weight savings offset the additional mass of the 2025 bike’s added equipment, keeping it down to a claimed 405.7 pounds in manual form, or 410 pounds when fitted with the Y-AMT gearbox. Both figures include a full 3.7-gallon tank of fuel.
On board is a new 5-inch TFT dash with the usual phone connectivity plus navigation if used with the Garmin StreetCross app, which also offers real-time traffic updates, and the bar controls are new to give access to the additional functions. Yamaha has also added turn signals with a one-touch system for lane changes, giving three flashes if you press the button gently, plus a self-canceling system when fully activated, stopping them after 15 seconds if the bike moves at least 150 yards since turning them on.
As well as promising to be a huge improvement for the MT-07, the updates are likely to have a knock-on effect on other models in the range sharing similar components. Having made a Y-AMT transmission for the CP2 twin-cylinder engine, it’s hard to imagine that the same box won’t appear in bikes like the Ténéré 700 that share the same motor. Meanwhile the R7 and XSR700, which are mechanically near-identical to the MT-07, must also be in line for a matching set of upgrades. The big question is when will it happen, and how long before the changes filter through to the US market?