2025 Yamaha YZF-R9 First Look

A full fairing and clip-on handlebars typically signal something special in the motorcycle world, but what happens when “special” starts to feel overly committed, unforgiving, and out of reach for the everyday sportbike rider? Where do you turn when you want a traditional sportbike experience with an extra degree of separation over the race-derived packages that feel out of place on a Monday morning commute?

In 2021, Yamaha introduced us to its first solution—the practical, parallel-twin-powered YZF-R7. And now, the brand is doubling down on its commitment to more versatile and approachable supersports with the highly anticipated YZF-R9, which will be available March 2025 for $12,499.

That’s right—rumor is now reality, with Yamaha officially adding the YZF-R9 to its R-Series of motorcycles that, in the States, includes everything from the R1 and R1M to the R7 and entry-level R3.

Importantly, Yamaha says the R9 is not a replacement for current models or a fill-in for the street-legal R6 that was phased out in 2020, but an all-new concept stemming from a shift in trends.

“When it came to supersports from the early 2000s, it was all about the latest and greatest specifications,” says Aaron Bast, senior motorcycle product planner at Yamaha Motor. “There was a lot of performance being sold that the customer wasn’t ever going to use on the street. Now, there are a lot more rational choices and decisions being made, even within the supersport category. This is a bike that was designed for twisty two-lane roads, but at the same time is fully track capable.”

A repurposed 890cc CP3 inline three-cylinder engine from the MT-09 helps with the performance part, but is matched to new ECU settings and taller gearing (16/45 versus 16/43) to ensure a more well-rounded power delivery compared to the hooligan-esque MT-09. The engine is unchanged otherwise, though it’s worth noting that Yamaha overhauled this powerplant in 2021. Nearly every major component, from pistons and connecting rods to the crankshaft, camshafts, and crankcase, was redesigned and lightened for reduced overall weight and increased torque.

For reference, an XSR900 with the same engine produced 106 hp at 9,970 rpm and 63.5 lb.-ft. of torque at 7,030 rpm when strapped to the Cycle World dyno. Expect small differences on the R9 to change that number (and the power curve) ever so slightly.

The R9’s frame is less familiar. Designed specifically for this bike, it’s intended to strike a balance between supple, predictable feel at city-street speeds and optimal rigidity for precise handling at the track. Geometry is more aggressive than something like the MT-09, with wheelbase coming in at 55.9 inches (versus 56.3), rake measuring 22.3 degrees (versus 24.7), and trail coming in at 3.7 inches (versus 4.3).

Yamaha says that this is the lightest aluminum frame ever offered on a Yamaha supersport model, and that the frame plays a significant role in keeping the bike’s weight down to a claimed 430 pounds. For comparison, the 2020 R6 weighed a claimed 419 pounds.

Suspension consists of KYB’s new 43mm Separate-Damping Front Fork (SDF) with adjustable high- and low-speed compression damping (left leg), rebound damping (right leg), and preload, as well as a fully adjustable KYB shock with remote preload adjuster—indications that Yamaha is taking a more performance-focused approach to the R9 than with the R7, which uses a tubular-steel double backbone frame and shock with nonadjustable compression damping. Is that a fair reference? Maybe not, but the difference in hardware speaks to the added potential of the R9 and suggests that it will be a great model to step up to after a few years on an R7.

The bike’s overall dimensions further support that claim. It’s visibly larger than the R7, with a wider tank surface and more room in the saddle. Again, a fair reference? Maybe not, but using the R7 as a measuring stick paints a better picture of the direction Yamaha has taken the R9; whereas the R7 has been nipped and tucked for weight and approachability, the R9 has genuine substance and a proper big-bike feel to it.

The larger dimensions should lead to added comfort for a wider range of riders, though Yamaha isn’t relying exclusively on the R9’s dimensions to boost comfort; in nearly every conversation with Yamaha personal, attention quickly turns to the gap between the footpeg and seat, which is larger than the gap on the R1 and should help with overall “comfort” while riding on the street. The quotes because this is still a sportbike, and the rider triangle reflects that.

Meanwhile, clip-on handlebars are mounted below the top triple clamp and without risers (proper sportbike style), offering a riding position that’s somewhere in between the R1 and R7. This will theoretically offer some reprieve on longer street rides, while also allowing for a natural and still well-commitment riding position at the track.

Speaking of racetracks and the performance-minded side of the R9, Yamaha says this is its most aerodynamic sportbike to date, and that the winglets are more than just trendy additions since they offer legitimate downforce at track speeds. The overall look is typical Yamaha sportbike, though model-specific lines help the bike stand out among other R models, positioning this bike as the next evolution in Yamaha’s sportbike lineup. It would have been disappointing if the R9 simply mirrored the R1 or R7 in design and got lost in the shuffle, but thankfully, that’s not the case.

There’s even less to worry about if you’re a lover of electronic rider aids, since the R9 comes with a full-featured electronics package. Available systems include a four-level Power Deliver Mode (PWR); nine-level lean-sensitive Traction Control System (TCS); three-level Lift Control System (LIF); three-level Slide Control System (SCS); two-level Engine Brake Management (EBM); Back Slip Regulator (BSR); lean-sensitive Brake Control System (BC); Launch Control (LC); a rear ABS off function; and bidirectional quickshifter. There’d probably be a few more systems if Yamaha could come up with more acronyms. We kid, it’s hard to imagine you’d need anything more than that in track or street riding.

There are four pre-built ride modes (Sport, Street, Rain, and Track), plus two customizable modes which will allow you to have settings for different types of riding. All of this can be adjusted through a 5-inch TFT display while using the rather intuitive switch cluster plucked from Yamaha’s latest-generation MT-09.

More niceties come in the form of span-adjustable levers and cruise control. Plus, the R9 is outfitted with Brembo Stylema front brake calipers that are tied to steel-braided brake lines and work on large, 320mm discs.

If it feels like you’ve got whiplash from bouncing back and forth between street-centric design philosophies and high-performance, track-oriented features, that’s because the R9’s entire identity lies in the middle ground between those worlds. However, it arguably leans more toward the aggressive side than you may think, with a high-level approach that goes beyond what you would expect if you’re familiar with the R7.

This isn’t a criticism of the R7, but rather a testament to Yamaha’s effort in making the R9 a true step up from the CP2 twin. It is a motorcycle that will grab the attention of traditional 600cc supersport riders looking for a touch more practicality. Come for full fairing and clip-ons, stay for the added comfort and versatility? Not a bad proposition.