First Ride: 2025 Yamaha YZF-R9 – A New Era for Mid-Weight Sportbikes

Bridging the Gap Between R7 and R1

Ever since Yamaha discontinued the 600cc R6 for street use, riders have been clamoring for a machine to fill the void between the approachable YZF-R7 twin and the fire-breathing R1 superbike. Enter the 2025 Yamaha YZF-R9, a bike that’s been one of motorcycling’s worst-kept secrets. Built around Yamaha’s beloved 890cc CP3 triple – the same engine that powers the MT-09 and Tracer 9 – the R9 aims to deliver supersport thrills in a more street-friendly package. As one test rider put it, “Yamaha’s long-awaited sportbike isn’t what you think”. Rather than a peaky track missile, the R9 is engineered to be as enjoyable on a canyon road or daily commute as it is on a racetrack. This philosophy becomes clear from the moment you swing a leg over the bike. The riding position strikes a balance: You get clip-on handlebars and a sporty crouch, but it’s not as extreme or cramped as a traditional 600cc supersport. The seat is slim and set a bit lower, and the footpegs are slightly relaxed, all geared toward making the R9 comfortable for longer street rides. Yet one glance at the sharp bodywork, twin headlights, and MotoGP-inspired winglets leaves no doubt – this is a thoroughbred member of Yamaha’s R-series. The R9’s styling is aggressive and fully faired, available in Yamaha’s signature Team Blue as well as a striking white/red “Intensity White” livery reminiscent of retro race bikes. It certainly looks the part of a mid-weight contender ready to carve corners or turn heads at bike night.

The CP3 Engine: Triple Threat

The star of the R9 is undoubtedly its 889cc crossplane triple-cylinder engine. This motor has earned a cult following for its punchy character in the MT-09, and in R9 form it’s better than ever. Yamaha claims around 117 horsepower at 10,000 rpm and 69 lb-ft of torque at 7,000 rpm, putting it in the same ballpark as some bigger 959cc twins and far above the ~75 hp output of the R7. In practice, the R9 pulls hard from down low, with a broad spread of torque that makes it incredibly flexible in real-world riding. You don’t need to wring it out to have fun – roll on the throttle at 5,000 rpm exiting a backroad curve and the R9 leaps forward with satisfying urgency and a howling exhaust note unique to that 270-degree crank triple. Unlike the revvier R6 of old, the R9’s engine encourages you to use the midrange, where it has meaty, controllable power perfect for street riding. It will still spin up to a ~10,500 rpm redline if you want to chase lap times, but this motor isn’t about peaky theatrics – it’s about confidence-inspiring pull in any situation. Yamaha has paired the engine with an all-new lightweight cast aluminum frame designed specifically for the R9. The chassis geometry is sportier than the naked MT-09 – with sharpened rake, less trail, and a shorter wheelbase – resulting in quicker turn-in and a claimed perfect 50/50 weight distribution. In our first ride, the R9 indeed felt light on its feet and eager to corner, tipping in with just a nudge on the bars. It’s not as razor-sharp or stiff as a pure supersport; Yamaha intentionally engineered a bit of forgiveness into the frame. You can feel the bike communicate and flex just enough to inspire confidence on bumpy public roads. Some riders coming off an R6 might find the R9’s chassis “not as precise by design”, but that’s exactly Yamaha’s point – it’s meant to be a real-world sportbike. The trade-off is stability and comfort over imperfect pavement, and the R9 delivers that in spades.

Impressive Tech and Tuning

Unlike many past middleweight sportbikes which came stripped of high-end features, the YZF-R9 arrives loaded with electronics and components typically seen on larger bikes. It boasts a six-axis IMU that powers a robust suite of rider aids: lean-sensitive traction control, cornering ABS, slide control, wheelie control, and even adjustable engine-braking management. There are multiple ride modes accessible through Yamaha’s Ride Control system, including preset Sport, Street, Rain modes and customizable options – even four “Track” modes that allow disabling rear ABS for those seeking lap times. A quickshifter comes standard and operates both up and downshifts seamlessly, making ripping through the 6-speed gearbox a joy. On track, you can even easily switch to a reverse GP shift pattern if desired. This level of technology is truly impressive in a sub-900cc bike and signals that Yamaha intends the R9 to punch above its weight. Suspension and brakes are equally up to task. Fully adjustable KYB suspension front and rear (with separate high and low speed compression settings) allows riders to fine-tune the ride. Out of the box, the setup felt compliant on rough backroads yet composed when picking up the pace. The R9 doesn’t dive or wallow; it tracks predictably through fast sweepers and remains planted on the brakes. Speaking of which, the braking system features dual 298mm discs with radial-mount calipers that, combined with the bike’s relatively low 430-pound wet weight, provide strong stopping power and feedback. If there’s any critique, a few testers noted the stock brake pads felt a bit dull during hardcore track use. It’s a minor nitpick easily fixed with a pad swap if you’re doing frequent track days, but for street riding the brakes are more than sufficient. Finally, the R9 treats the rider to modern comforts. The 5-inch full-color TFT display offers multiple themes (including a cool track layout with lap timer). It’s easy to read even in sun glare and adds to the premium feel. Full LED lighting not only looks sharp but clearly illuminates dark backroads. And unlike spartan supersports of yore, the R9 even has niceties such as a fuel gauge, cruise control, and an accessory 12V socket option – features acknowledging that many R9s will rack up street miles.

Riding Impressions: Street and Track

Our first ride on the YZF-R9 took place on a mix of tight mountain roads and a short racetrack session, showcasing the dual personality Yamaha has crafted. On the street, the R9 immediately feels intuitive and friendly – not intimidating like a liter-bike can be. The power delivery in the default Street Mode is smooth and predictable. Throttle response is crisp but not abrupt, allowing you to roll on gently through town or unleash instant rush when the road opens up. The combination of that central torque and the R9’s balanced handling instills confidence quickly. Novices moving up from smaller bikes will find the R9’s manners approachable, while experienced riders will appreciate that the bike never feels bored or underpowered. One moment stands out: exiting a second-gear hairpin uphill, we deliberately left it a gear high. The triple engine didn’t protest or bog – it just pulled the bike out strongly from 4,000 rpm, demonstrating how forgiving and flexible it can be. Yet twist the wrist in anger and the R9 reveals its sporting pedigree. On flowing canyon curves, the bike comes alive, eagerly charging between corners and responding to inputs with agility. The soundtrack is a highlight – a snarling, distinctive growl at low RPM that builds into an exciting wail as the revs climb. Unlike an inline-four, which howls linearly, the crossplane triple produces a syncopated, almost V-twin-like beat in the midrange that adds drama. We found ourselves blipping the quickshifter on downshifts into corners just to hear the rev-matched down-blurts echo through the hills. In terms of speed, make no mistake: the R9 is fast. It may not have the 160+ mph top-end of a superbike, but it blasted well into the triple-digit speeds on the front straight of our test track. Only on a long straight would an R1 start to noticeably gap the R9 – up to that point, the R9 can run surprisingly close. On track, with traction control dialed back and Sport Mode engaged, the R9 impressed us by how composed it was. Tipping in at lean, the feedback from the front end (aided by Yamaha’s new “EVO” telemetric tuning of the fork and frame) was solid. You can trail brake deep without the rear getting unsettled – a benefit of the longer swingarm design carried over from the MT-09 that calms mid-corner behavior. Pushing our pace, we did find the R9’s limit when comparing it to sharper supersport machines: the bike’s slightly softer chassis means you don’t get that instantaneous, telepathic line change ability at maximum lean. But the flip side is an incredibly forgiving nature. When a less experienced rider in our group ran wide onto the curbing, the R9 remained unflustered, the electronics and chassis working together to gently reel things back without drama. It’s clear Yamaha’s development focused on making the R9 fast and accessible – a tricky balance that they’ve largely nailed. “The bike was designed first and foremost with street riders in mind,” Yamaha’s team emphasized, and it shows in how it handles real-world conditions.

Conclusion: A New Benchmark for the Middleweight Class

The 2025 YZF-R9 proves that a sportbike can be thrilling without being single-minded. Yamaha has delivered a machine that redefines the mid-weight category, offering near-superbike performance enveloped in a rider-friendly package. It blurs the line between track weapon and street toy, which is exactly what many riders today are looking for. With its charismatic triple engine, comfy-yet-sporty ergonomics, and high-end tech features, the R9 is as happy carving your favorite backroad as it is doing laps or daily commuting. It’s a bike that inspires confidence in newcomers while still rewarding the skilled rider – not an easy feat. In an era where 200hp liter-bikes steal headlines, the R9 reminds us that balance is the real key to a great motorcycle. This Yamaha hits that sweet spot where power, agility, and practicality meet. It truly feels like the start of a new era for sportbikes – one where fun and usability trump outright spec-sheet wars. If you’ve been waiting for a worthy successor to the middleweight throne, the YZF-R9 just might be it. Strap on a helmet and give this triple a go – it might be the most engaging ride you’ll have all year.