It's not usual to start an article with a stat-attack, but when it comes to Yamaha's MT range it is actually rather pertinent. Rewind to 2013 and Yamaha wasn't in a good situation. The company's model range was fairly dismal, as well as overpriced as the financial crisis had hit it hard. Then, top management stood up, admitted they had let customers down and pulled the covers off a new triple engine. The revival had started, and the MT-09 was followed by the parallel twin MT-07, the smaller capacity MT-03 and MT125 and finally the full-on MT-10. The result of this new range of models is that Yamaha is now the biggest selling brand in Europe, with a 16 per cent market share (it was 10 per cent in 2013) and over 110,000 MT models have been shifted since late 2013, making it the best selling line-up in Europe. In fact, over 40,000 MTs were sold in 2016 alone. So it is fair to say the new MT-09 is a pretty big deal for Yamaha.
Well it was quite good before...
However while the MT-09 was met with plenty of enthusiasm when it first arrived, it also had a fair few irritations. The triple engine was a standout feature, delivering raw power and heaps of torque, but it was severely compromised by a hair-trigger throttle response and soggy suspension that was a weird mix of supermoto and naked bike, making the MT wallow in bends when pushed. These faults didn't stop sales (and Yamaha updated the fuel maps in 2014) but owners did voice their concerns. And Yamaha listened, which is where the 2017 MT-09 comes in.
While the basics of the MT-09, namely its chassis and engine, remain essentially unaltered, the 2017 model now gains fully adjustable forks and an uprated damper from the XSR900. To go with this the MT's styling is now far more MT-10 in its appearance with a four-LED headlight, sharper plastics, a repositioned licence plate holder and a redesigned, far stubbier seat unit. However as well as being 5mm taller, the seat itself is now actually 13mm longer for pillions, which is good news. On the electrics side, ABS and three-stage traction control are standard, as are three fuel modes and a quickshifter as well as a new memory function so your settings are stored. The engine has a slip-assist clutch, which gives a 20 per cent reduced lever action, and is Euro4 legal without any loss of power. So you still get 115hp and 64lb ft of torque. All good news, but even better is the fact that all this has been added and the price has only gone up by £450 to £7,799, from £7,349. Taking into account the pound's plunge in value and the extra equipment you are getting, that's one hell of a bargain. But it is a bargain worth snapping up?
... and some tweaks have made it even better!
I've always been a huge fan of the MT-09 and to be honest, while it was a bit flawed, it didn't really upset me that much. However, when I rode the XSR900 it was quickly apparent just how much better the MT could be with decent suspension. The problem with poor suspension is that it affects everything else. On the old MT-09, when you accelerated the soft damper squatted too much as it was quickly overwhelmed by the drive and this caused the front's feeling to become lost. Then, when you hit the brakes into a bend, the soft forks compressed too much before rebounding back and setting up a kind of rocking motion back and forth as the damper also played its part. And this feeling was even worse on uneven roads. Now, thanks to the new fully adjustable forks and improved damper this sensation is all but gone. At last you can corner the MT-09 in total confidence as the new suspension now lets you exploit the bike's excellent chassis to its fullest. In quick and smooth corners it is a vast improvement and, while I reckon it may need a bit more damping on the UK's bumps, it's not a million miles off. And the throttle response is also pretty much sorted.
Yamaha markets the MT as a bike with a bit of attitude and deliberately give its triple a bit of fire on the throttle. I don't mind this and that's why A-mode's abruptness isn't an issue. Personally I simply avoid using it and stick with STD mode (rash of me, I know...) if I want a bit of kick and B-mode if I want to take it easy. During our test ride we were on some very treacherous and damp roads and in STD-mode I was confident enough in the throttle's feeling to leave the traction control in the least evasive 1-mode, which says a lot. There again, to balance a good wheelie I found B-mode the best as it delivered more control at small throttle openings. Is it fixed? Some will still complain of its abruptness, but overall I'd say so, yes. Personally, as long as I can enjoy that awesome triple motor and not be left annoyed, I'm happy.
Image not for all, but it is great fun
While the fundamental changes to the MT-09 are fairly minimal, they do totally transform what was once a brilliant fun but slightly wayward machine into one that is considerably more refined and better for it. The addition of a quickshifter doesn't really float my boat, but I like the new look, love the improved suspension and the electronics are top-rate. But above all else is the price, which remains incredibly competitive and will give the MT's UK rivals a few headaches in the current economic climate. But there is a slight issue with the MT-09, and it is Yamaha's own fault.
The MT-09 is wild, brash and - to be frank - a bit chavvy. I'm sorry, but it had to be said. And Yamaha knows this, as it keeps picturing it in disused warehouses plastered with graffiti. The Dark Side image is all about this kind of attitude, but the problem for me is that as good as the new MT-09 is, I kind of prefer the more refined XSR900's outlook on life as it offers everything the MT has (aside from a quickshifter and fully adjustable forks) but in a classier package. There again, I do sometimes like to let loose and go wild; and for going nuts on, you simply can't beat an MT-09 - especially at this price.
here
YAMAHA MT-09
Engine: 847cc triple, 12v
Power (hp): 115@10,000rpm
Torque (lb ft): 64@8,500rpm
Top speed: 145mph
Weight: 193kg (wet)
MPG: 45 (est.)
Price: £7,799