Yamaha MT-09 Y-AMT Acceleration And Top Speed Test

Yamaha MT-09 Y-AMT Dyno Curve

The engine in the Yamaha MT-09 Y-AMT, like the standard current model MT-09, differs slightly from the original from 2014 to 2020.

It has a larger displacement of 890 cc compared to the earlier 847 cc. This increase in capacity was likely a strategic move by Yamaha to maintain power output while complying with stricter power-robbing nanny emissions regulations.

In recent years, we’ve seen a trend where entry-level motorcycles are equipped with larger engines tuned for lower performance. This is likely because it’s easier to meet emissions and noise regulations when extracting a given amount of power from a larger engine rather than a smaller one.

The larger engine typically has the advantage for meeting these nanny rules while still providing the power that riders expect!

This trend may explain why manufacturers are increasingly releasing large parallel-twin engines. They are cheaper to produce and easier to design within regulatory constraints.

Nothing against parrel two engines, but thankfully Yamaha still provides 3-cylinder engines to the world! As without, it’d be worse off for sure!

On paper, MT-09’s Y-AMT 890 cc engine may not be too different to the original, but either way, it is robust, delivering 108 horsepower at 10,000 rpm and 65 lb-ft of torque between 7,000 and 8,000 rpm.

Dyno tests show MT-09s typically proud;e between 105 and 115 horsepower. US models seem to produce on the lower end. This could be something to do with their sticker emissions regulations, which are dictated by California, which I assume is the largest market for motorcycles in the US.

Regardless, I have speculated that it’s possible that the older 847 cc engines, on average, produced slightly more power, but a back-to-back comparison on the same dyno would be needed to confirm this.

What’s certain is that the newer 890 cc engine offers more power and torque in the low and mid-range compared to the older engine. This is despite tougher emissions rules and thanks to that extra 40 odd cc.

The power delivery is very linear at low rpm. At 6,000 rpm, the 890 cc MT-09 generates litre-bike levels of power and torque, with 70 horsepower and over 60 lb-ft. It then provides a noticeable surge in power as revs climb.

While it pulls strongly, the fun tapers off a bit earlier than hoped at a little over 10,000 rpm! The older 847 cc MT-09 produced its power higher in the rpm range and sustained it longer, revving past 11,000 rpm.

In contrast, the new engine cuts off just above 10,000 rpm, a trait reminiscent of many Triumph triple engines with what seem like intentionally and artificially low rpm limits. 

These engines often look like they could make more power if only they were allowed to rev more.

In my article on the new YZF-R9, which shares the same engine as the current MT-09, I speculated that the older 847 cc engine might be faster due to its higher rpm ceiling and broader powerband at the top end.

I still suspect that this may be true, though the differences would be minimal. And for most people, the extra power and torque spread across most of the rpm range would be much more impactful and useful to most riders.

Yamaha MT-09 Y-AMT In-Gear Acceleration

The MT-09 engine, much like the impressive 847 cc version, performs even better on the road than its specs suggest.

With the advent of fuel injection and stricter emissions regulations, manufacturers have softened part-throttle openings to make motorcycles safer, easier to ride, and compliant with noise and emissions standards.

Combined with its broad power and torque spread, and along with sensible gearing, the Yamaha MT-09 Y-AMT feels exceptionally lively on the road. Roudy infact!

Speeds at 5000 rpm

Throttle response is instantaneous, and power wheelies are effortless in first and second gear!  It’s good to see that Yamaha has not tamed this automatic version of the MT-09.

For general road testing, I primarily used manual mode, as I found the automatic mode somewhat indecisive at legal city speeds, even in its sportier setting.

For testing purposes, manually selecting gears made much more sense.

There are no surprises here – the MT-09 Y-AMT’s engine is a powerhouse on the road. In any gear, at any rpm, it delivers more than enough grunt to propel you forward.

Most riders would seriously assume the engine was larger and there was more power available.

Compared to the older model, the extra low- and mid-range power is noticeable from my memory of riding the older XSR900, which shares the older 847 cc MT-09 engine.

Max Speeds in Gears

While the top end feels slightly flatter, Yamaha made a smart choice prioritising low-end and midrange performance, though I miss the triple’s scream beyond 11,000 rpm from the earlier 847 cc engine.

Speaking of sound, the Yamaha MT-09 Y-AMT is surprisingly vocal for a stock motorcycle, with a snarly, aggressive tone that exceeded my expectations.

It is not a surprise that this engine merges the perfect power/torque and ratios to make it very effective.

Yamaha MT-09 Y-AMT Acceleration

The most intriguing aspect of the Yamaha MT-09 Y-AMT is its semi-automatic gearing setup. The only automatic two-wheelers I’ve speed tested previously were scooters, so this “proper” automatic motorcycle was new territory for me.

Unfortunately, my time with the MT-09 Y-AMT was limited, so I couldn’t explore the full range of electronic options available.

Typically, I’d disable traction control (TCS) and wheelie control, as most motorcycles perform better without them. For this test, I turned everything off or set it to its minimum settings, which worked best given the short timeframe.

With no clutch lever, I was particularly curious about how launching the bike would feel. I’m unsure if the MT-09 Y-AMT has launch control – it likely does, but I didn’t have time to locate or activate it. Instead, I used manual gear-shift mode via the paddle shifters on the left handlebar without any launch assistance.

The conditions were ideal, with a relatively new road surface offering optimal grip, so traction wasn’t an issue.

Launching without a clutch felt weird and took a while to get my head around. However, the auto excels in normal conditions: the automatic clutch engages as smoothly as a conventional motorcycle’s, even during slow, controlled starts.

For aggressive launches, it performed well, though most of my initial acceleration runs were interrupted by wheelies. Like all MT-09s, the Y-AMT is prone to lifting the front wheel without much encouragement. 

It’s fun and wild, but it does not help with nailing a great 0-60 mph time.

Once I acclimatised to the absence of a clutch lever, I got my head around launching with the throttle wide open – something you’d never do on a standard motorcycle, and especially an MT-09!

Even with a wide-open throttle, the automatic clutch engages seamlessly, but as it fully engages, the bike wants to loop if your throttle is still to the stop.

For optimal results, I found that modulating between partial and full throttle, just as the clutch fully engages, seemed to work well and control wheelies effectively.

I recorded several 0-60 mph times above 4 seconds, but as I soldiered on, times improved to the mid-to-high 3-second range, and closer to expectations.

After probably 30 runs, my best 0-60 mph time was 3.38 seconds. Not bad, and a testament to Yamaha’s durability after being mercifully thrashed with little mechanical sympathy.

Without launch control (if it exists), the automatic clutch engages at a lower rpm than ideal for a perfect 0-60 mph run.

If riding a standard MT-09, I’d typically use higher rpm and slip or dump the clutch. Many motorcycles would be more likely to bog down or not optimally launch.

Fortunately, the engine’s ample low-end power and torque mitigate this, keeping 0-60 mph times close to optimum.

When launching, I’m confident that if the clutch automatically engaged at a higher rpm, a sub-3-second 0-60 mph would be easily achievable.

For the quarter-mile sprint, I completed multiple runs and achieved a best time of 11.20 seconds at 121 mph. The best terminal speed was 123 mph, but a slightly lower elapsed time.

My best 0-100 mph time was 6.85 seconds.

For metric enthusiasts, I recorded a 0-100 km/h time of 3.50 seconds and a 0-200 km/h time of 12.20 seconds.

Because the clutch is handled automatically, if you choose to shift gears yourself, it’s best to just tap those PlayStation triggers right before the rpm limiter for optimum results. Gear changes are quick and feel like a fast quickshifter.

In the end, I honestly expected faster times. The MT-09 Y-AMT felt quicker subjectively, and I conducted numerous runs in both directions. The elapsed times could likely be a few tenths quicker, and the terminal speed should ideally reach and exceed 125 mph.

In comparison, an older MT-09 I tested years ago was significantly faster, though it had an ECU flash and a decat exhaust.

As for top speed, time and conditions didn’t permit a full run, so I couldn’t test its maximum potential, but I managed 135 mph.  I am not sure if there was more to go or if the alleged restrictions were in full effect.