Yamaha made headlines when they dropped their iconic R1 from their Sports bike lineup in favour of the new kid on the block, the YZF-R9. At first glance, it may appear a travesty. The R1 was a heavy hitter, with 197 hp @ 13,500 rpm and 112,4 Nm of torque @ 11,500 rpm. The R9 looks positively puny by comparison with ‘only’ 119 hp and 93 Nm of torque. But here is the kicker. The R9 makes its power and torque at much lower rpm. In fact, as I was at pains to point out in my review of Yamaha’s incredible XSR 900, the CP3 motor used in both that bike and the new R9 outpowers and out-torques the R1 up to 7,500 rpm, at which point the R9 is steaming along at over 170 kph. Allied to an R9 that is 9 kg lighter, at 195 kg, and you have brilliant real-world performance.
Back to the hardware. The CP3 889cc DOHC liquid-cooled triple is, in my humble opinion, one of the greatest motorcycle engines of all time. It has a velvety, yet slightly gruff power delivery, which is incredibly intoxicating, making every twist of the wrist an occasion. A 6-speed gearbox with bi-directional quickshifter feeds through a slipper clutch. Yamaha’s Deltabox aluminium frame achieves an almost perfect 50/50 weight distribution.
The suspension is by KYB, with fully adjustable USD forks and a rear shock. Wheel travel is 119 mm at each end. Braking is by Brembo, utilising their brilliant Stylema 4-piston callipers biting on 2×230 mm discs up front and a 1-pot rear calliper squeezing a 220 mm disc. Wheels are 120/70×17 front and 180/55×17 rear. The 180-section rear tyre helps in making direction changes effortless, despite a wheelbase that is 16 mm longer, at 1420 mm, than that of the R1. The fuel tank takes 14 litres.
Yamaha has thrown the electronic works at the R9. A 6-Axis IMU monitors various performance parameters to give you 9, yes, you read that right, 9 traction control modes! 3 slide control modes, 3 lift control modes and a ‘brake control’ system, whatever that may be. The TFT display can also be altered to your preference. The Yamaha App downloaded to your smartphone allows turn-by-turn navigation. So, while the PlayStation generation gets their jollies by playing with all the electronic functions, I will get mine by riding the R9!
The inspiration for the R9, I would wager, was the change in regulations that apply to World SuperSport motorcycle racing, a class which, in recent years, was dominated by Yamaha with their R6. Whilst 600cc sportbikes make incredible track tools, they make miserable road bikes. All the power is stacked up high in the rev range, which makes them absolute dogs on traffic-infested roads. Enter the larger displacement bikes like Ducati’s V2 Panigale 950 and the subject of this review, Yamaha’s R9. These bikes are endowed with power characteristics that make them eminently rideable on the street, notwithstanding their track-focused riding position.
The R9 is beautiful to look at and an absolute hoot to ride. The CP3 motor has gobs of lowdown torque yet oodles of top-end hit as well. It may not rip your arms out of their sockets like a fit litre bike, but it allows you to access the power in a manner that enables you to ride it incredibly quickly. The track biased focus of the whole package is very evident in how the bike works. I was particularly impressed by the KYB suspension.
Even when accelerating hard over less-than-perfect tar, it manages to maintain traction superbly. It is obviously firm, yet it maintains a degree of suppleness which impresses. The brakes are in the same league. Incredibly powerful yet with great feel. Trail braking is a doddle. The gearbox shifts well using the quickshifter, albeit without the absolute slickness of bikes like Triumph’s 765.
As alluded to earlier, the CP3 motor at the heart of this beast is an absolute gem. You never feel that you need more power. The fat early power and torque curves punt the bike along effortlessly and with feel that is hard to adequately describe. The motor is smooth and yet with a gruff nature that makes it a pleasure to use to the maximum. Allied to the phenomenal visceral ‘feel’ is the soundtrack that accompanies hanging on the proverbial cables.
The exhaust note gathers from a 3-cylinder thrum into a banshee wail as the motor revs up. It adds an element to the whole riding experience that is quite simply intoxicating. The aggressive riding position gets to you when you are in heavy traffic, but as soon as you take a gap and turn up the wick, all is forgiven. All aspects of the bike come together in an integral sporting package that is phenomenal.
The reality is that this will always be a relatively small volume seller. Not because it is in any way to blame, but rather because out-and-out sports motorcycles are no longer in vogue in the world in which we live. Roads have deteriorated, and traffic volumes no longer allow us to ride as we did in times gone by. The R9 will make an incredibly rewarding track tool for those with a penchant for corner carving. If you live in the Western Cape with its mountain passes and decent roads, it is worthy of serious consideration. For me, its biggest competition comes from within. The modern retro XSR 900 GP has similar dynamic ability but is packaged in a more user-friendly package. Both bikes will set you back around R290,000. The R9s are currently in short supply as worldwide demand is good.
Visit your local Yamaha dealer and put your name down. There is a demo model doing the rounds that you can get to sample. You owe it to yourself.
