2021 Yamaha MT Range Launch Review

The Yamaha MT range of naked bikes has enjoyed huge sales success over the years, with a diverse spread of models encompassing everything from LAMS-approved options through to litre-class hyper-nakeds.

For 2021, the range has been overhauled: while the entry-level MT-03 continues with new colour options, and the MT-10/MT-10SP carry on unchanged, the MT-07LA (LAMS) and MT-07HO (High Output) mid-fielders have been updated (Euro 5 parallel-twin, larger front brake rotors, new styling, LED lighting and refreshed instrumentation), while the MT-09 and MT-09SP are essentially new from the ground up.

Yamaha Motor Australia recently held the national media launch of the full MT range over two days in Gosford’s hinterland in NSW, with a day at 70North – a private track facility formerly known as The Farm – backed up by a run down the serpentine Putty Road as we headed back to Sydney.

It was a quick first taste of the seven-strong line-up held amid decidedly average weather, but I grabbed a good amount of time on the MT-09 (and the MT-09SP), so that’s what we’ll focus on here.

First introduced in 2013, the MT-09 was updated in 2017 with higher-grade suspension, a quickshifter and a slipper clutch. The up-spec MT-09SP was in fact the winner of our Naked category in our 2018 bikesales Bike of the Year, but an update was due – and Yamaha has spared no effort for the bike’s next evolution.

The changes apply to both the standard MT-09 and the MT-09SP, the latter scoring premium suspension (fully adjustable at each end, with high/low-speed compression damping up front and an Öhlins monoshock at the rear), electronic cruise control, a host of cosmetic enhancements, and the Icon Performance colour scheme.

The basic format of Yamaha’s ‘CP3’ (cross-plane crank/three-cylinder) inline triple continues but virtually every major component is new, while the stroke has increased to give an extra 42cc, taking its capacity to 889cc.

Yamaha says peak power is up by six per cent and torque by three per cent, while fuel economy has improved by nine per cent. The bottom line is the 2021 Yamaha MT-09 now produces 119hp at 10,000rpm and 93Nm at 7000rpm, with the latter now delivered 1500rpm lower in the rev range than previously.

The engine is now 1.7kg lighter too, and boasts an all-new fuel delivery system – starting with an electronic chip-controlled throttle and a redesigned air intake system, mated to new injectors and a new exhaust system.

The ‘controlled fill’ die-cast aluminium Deltabox chassis is also new, said to be both lighter and stiffer, and along with the new subframe and swingarm shave a further 2.3kg, for an all-up weight saving of 4kg over the old bike.

The seat height is slightly taller (825mm versus 820mm) but the wheelbase has shortened by 10mm (now 1430mm), and while the rake is unchanged at 25 degrees the trail has increased (up 5mm, now 108mm). The new fork is also 39mm shorter, while retaining the same 130mm of travel.

New bike rides on lighter ‘spin forged’ 10-spoke alloy wheels (saving 700g of unsprung weight) and revised (manually adjustable) suspension – there’s a new fully adjustable KYB 41mm inverted fork while the rear KYB monoshock has new linkage. Meanwhile the A&S (assist and slipper) clutch has been refined and the quick-shifter is now a bi-directional affair.

The electronics now benefit from a YZF-R1-derived six-axis inertial measurement unit (IMU), delivering Cornering ABS and traction control, plus slide control and wheelie control. There’s a choice of four ride modes and three traction control settings (two pre-set, one custom), with the ability to alter settings as shown on the new 3.5-inch TFT display via the dedicated switchblock controls.

There’s also a new Nissin radial master cylinder for the front brakes, while the two MT-09 models now sport Bridgestone Hypersport S22 tyres, with a new 180/70-17 hoop at the rear (previously 180/55-17).

That’s leaves the styling, which adopts a minimalist aesthetic with the removal of any unnecessary bodywork. The new look is spearheaded by a new LED projector beam headlight, in turn flanked by slanted LED position lights – it’s full LED lighting throughout.

One thing I love about Yamaha MT models, and this goes for the whole range, is just how easy they are to jump straight on and have a blast. The easy, largely upright ride position; their light and nimble nature; and their confidence-inspiring road manners – it’s easy to see why the two LAMS models, the MT-03 and MT-07LA, are such a hit with novices, but these traits flow through to the performance gear too.

That much was clear from the get-go on the Yamaha MT-09, which is the motorcycle equivalent of Dr Who’s Tardis. It looks compact, it is compact, but the ergonomics will happily accommodate even the likes of my lanky 188cm (6ft 2in) self.

The Yamaha MT-09 is really slim through its mid-section and there’s good legroom and an easy reach to the broad handlebar – it’s comfy yet commanding, ideal for commuting but just as good for a spirited strop through the twisties. I’d argue you can have just as much fun on a naked as on a pure sportsbike, just without the chiro and physio bills…

Because it’s in those twisties where the MT-09 really shines. Now it’s been a few years since I’ve ridden an MT-09, but I don’t remember the model tipping in with quite as much ease as this newcomer does. At 70North, it flicked through the esses with the barest shove of the ‘bars, as if it was saying to me, “C’mon, you can push harder than that!”

Yes, you can wring the MT-09’s neck up to redline if you wish (and we love how the tacho changes colour on the TFT as you approach it), but revelling in this bike’s fat and fabulous midrange is where it’s at (or where I preferred to spend most of my time, anyway).

I remember the fuelling on the old model being pretty full-on in terms of its sensitivity, with ‘A’ mode being a bit too snatchy for anything but full-on track riding. That’s no longer the case; the most aggressive mode is still entirely usable across most road-riding situations, while still offering sharp response and lively power delivery.

Stability on the whole is remarkably good, and while the ride is a little jittery near tapped-out speeds, that’s to be expected on a machine with no screen or fairing, when the rider does become something of a human windsock. And it’s quick, too – I saw 200km/h in sixth on the speedo towards the end of 70North’s back straight, and the tacho still had a way to go…

All the controls are light and precise – especially the clutch – and the uprated brakes do a top job, with excellent power and feel, while the hiss emanating from the rotors adds an extra aural complement to the pleasingly throaty stock exhaust note.

While intermittent showers plagued our time on the track, the following day the rain gods seemed even more displeased. Most of greater Sydney was hidden beneath an angry blue and yellow blob on the rain radar, and our efforts to outrun the deluge were in vain.

Still, our wet and bumpy run down the Putty Road brought its own insights, underlining the unflappable nature of the MT-09, the quality of its chassis and suspension combo, and the confidence boost afforded by its new lean-angle-sensitive safety systems.

I swapped between the MT-09 and MT-09SP for much of the day and neither put a foot wrong in the nasty conditions, even though we were still pushing on for the most part. It really is a big reassurance to have these next-gen safety features, which serve as an electronic net ready to catch you if plans head south. They’re no replacement for common sense and rider skill, naturally – but I’d far prefer to have them, than not.

As for whether I’d pay the extra $2050 for the MT-09SP over the standard MT-09, that’s less clear cut. I describe myself as a faster road rider – I’m no racer, that’s for sure. And for my ability, the standard suspension on the MT-09 does everything I need it to do.

I’d suggest the Yamaha MT-09SP is better suited to those eyeing regular track days, although the SP’s standard cruise control is a handy feature on today’s heavily policed roads. Either way, it’s nice to have the choice – but I’ll wager the majority of buyers will be heading to the standard model (and will be entirely happy with it).

We’ll need to investigate these 2021 Yamaha MT models further down the track, but I struggled to find fault with any of the models I rode. As a range these bikes are simply incredibly good fun and there’s an MT model to suit just about anyone, from first-timers to veteran hands.

As for the all-new MT-09 and MT-09SP, they’re a big step forward – even more fun, even more flickable, and now backed by even smarter safety tech. Priced at $15,249 and $17,299 ride away respectively – a modest increase of $1000 and $1450 over their predecessors – these bikes should be on every naked-performance-bike fan’s radar.

ENGINE
Type: Liquid-cooled, four-stroke, DOHC triple
Capacity: 889cc
Bore x stroke: 78.0mm x 62.1mm
Compression ratio: 11.5:1
Engine management: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 119hp (87.5kW) at 10,000rpm
Claimed maximum torque: 93Nm at 7000rpm

TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: Wet, multiplate

CHASSIS AND RUNNING GEAR
Frame: Aluminium Deltabox
Front suspension: Inverted 41mm telescopic KYB fork, fully adjustable (premium inverted 41mm KYB fork, fully adjustable with high/low-speed compression damping)
Rear suspension: KYB monoshock, adjustable for preload and rebound (Öhlins monoshock, fully adjustable)
Front brakes: Twin 289mm discs with four-piston calipers, Cornering ABS
Rear brake: Single 245mm disc with single-piston caliper, Cornering ABS
Tyres: Bridgestone Hypersport S22, front 120/70-17, rear 180/55-17

DIMENSIONS AND CAPACITIES
Rake: 25 degrees
Trail: 108mm
Claimed kerb weight: 189kg
Seat height: 825mm
Wheelbase: 1430mm
Fuel capacity: 14 litres

OTHER STUFF
Price: $15,249 ($17,299) ride away
Test bike supplied by: Yamaha Motor Australia
Warranty: 24 months, unlimited kilometres

ENGINE
Type: Liquid-cooled, four-stroke, DOHC triple
Capacity: 655cc (689cc)
Bore x stroke: 78.0mm x 68.6mm (80.0mm x 68.6mm)
Compression ratio: 11.0:1 (11.5:1)
Engine management: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 52.1hp (38.3kW) at 8000rpm (73.4hp/54kW at 9000rpm)
Claimed maximum torque: 57.5Nm at 4000rpm (67.0Nm at 6500rpm)

TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: Wet, multiplate

CHASSIS AND RUNNING GEAR
Frame: Steel diamond trellis
Front suspension: Inverted 41mm fork, non-adjustable
Rear suspension: Monoshock, adjustable for preload
Front brakes: Twin 298mm discs with four-piston calipers, ABS equipped
Rear brake: Single 245mm disc with single-piston caliper, ABS equipped
Tyres: Michelin PR5, front 120/70-17, rear 180/55-17

DIMENSIONS AND CAPACITIES
Rake: 24.5 degrees
Trail: 90mm
Claimed kerb weight: 184kg
Seat height: 805mm
Wheelbase: 1400mm
Fuel capacity: 14 litres

OTHER STUFF
Price: $12,399 ($13,199) ride away
Test bike supplied by: Yamaha Motor Australia
Warranty: 24 months, unlimited kilometres