Yamaha YZF-R9 | A look at how it may stack up against rivals | YZF-R9 vs YZF-R6

We’ve been hearing about Yamaha’s all-new YZF-R9 for some time now, and finally, we have a full reveal.

The triple-cylinder CP3 engine that powers the MT-09, XSR900, and Tracer has been dying to be packaged in a sports bike chassis. What took Yamaha so long?

Well, the YZF-R9 is here now and it looks great.

The Supersport class has changed radically in recent years. From the generic 600s we’ve had the pleasure for what seems like an eternity, to a whole range of machines with different capacities and engine configurations.

The Supersport class is now the most diverse in motorcycling.

Just take a look at the WorldSSP championship that now has a wide range of very different machines.

Yamaha’s R9 is nicely positioned in the reimagined Supersport class, but how does it perform in terms of engine and straight-line performance?

Until we can get our hands on one we will not know for certain. (If you have one and would lend it to us feel free to get in touch!)

However, based on what we know and some experience gained with that great CP3, engine we can make some realistic assumptions regarding the Yamaha R9s performance.

Yamaha has claimed a peak of 117 horsepower at 10,000 rpm and 68 ft/lb at 7000 rpm. These are the same numbers as current models in the Yamaha Hyper Naked range, such as the MT-09, and XSR900 in the Sport Heritage range.

What’s Different About the YZF-R9 compared to siblings?

Gearing is said to be optimized and more suited for the ‘track’. It is not clear if internal ratios have changed however we see the final drive ratio changing from 16/45 to 16/43 for longer gearing courtesy of that 2-tooth drop on the rear sprocket.

Yamaha has claimed that the new R9 is the most aerodynamic motorcycle of the R range. The wet weight is 2kg heavier than the MT-09 and XSR 900 at 195 kg.

In terms of key specifications, on paper, the Yamaha YZF-R9 is almost the same as an MT-09 / XSR900. Having tested both of those motorcycles we already know how well they go.

Of course, the R9 is a full-fledged sport bike, so it’s equipped with a full fairing and more track-focused suspension and brakes.

YZF-R9 Engine 

There are no YZF-R9 dyno runs on the internet, so we do not know what rear-wheel power will look like.

As the R9 uses the current MT-09 engine, we can only assume that peak rear-wheel horsepower and power throughout the rpm range will be the same.

But it is unclear.

I say this because Yamaha mentioned that the YZF-R9 engine has a uniquely tuned ECU.  What does this mean?

Let’s go back a bit…

If we compare the 847 cc CP3 engine that powers the first generation MT-09 and up until 2020 – which is when the gen 2 CP3 engine replaced it. The Gen 2 engine is larger at 890 cc.

There are various reasons for the engine revisions but primarily the update was to meet stricter emissions regulations.

In recent times it has been evident that manufacturers will bump up the engine capacity a touch to make up for the expected loss of power that meeting new emissions targets would rob.

Claimed and rear wheel numbers between the two  (847 and 890 cc) engines are similar, however, the most noted difference is how high each engine can rev

The Gen 1 CP3 engine produces peak horsepower close to 11,000 rpm and would rev right up to around 11,500 rpm before the rpm limiter kicked in.

The larger 890cc engine’s rpm limiter kicks in at around 10,500 rpm and produces peak power at 10,000 rpm.

So a little different.

The new engine in the YZF-R9 has lost approximately 1000 rpm over the gen 1 CP3.

Without testing both engines back to back it’s hard to say, but I’d guess that the gen 1 CP3 motor ‘outright’ might have the edge on the gen 2 thanks to the flexibility that an extra 1000 rpm provides when chasing gears.

However, If we look at Gen 2 MT-09 dyno curves it is evident that the newer engine produces more power and torque throughout the majority of the rpm range over the CP1.

I mentioned earlier that it is unclear if the YZF-R9 engine is the same (in terms of the uniquely tuned ECU) as the current MT-09.

Yamaha claims of 117 horsepower at 10,000 rpm. These identical claimed figures as the current MT-09, so we can assume that the rpm limiter for the YZF-R9 will be the same, and lower than the gen 1 CP3 engine.

Along with the current MT-09, I do not expect the YZF-R9 to rev beyond 10,500rpm.

This is part of the reason why Yamaha opted for an extra two teeth at the rear wheel because of the lower rpm ceiling of the new newer CP3 engine in the YZF-R9. 

Longer gearing will provide more flexibility on track, without sacrificing drive over the gen 1 CP3 engine thanks to that 890 cc bump in capacity and torque that comes with it.

Additionally, the fairing which is claimed to be very aerodynamic will help with high speed acceleration and top speed.

Yamaha YZF-R9 Dyno Based on 2024 MT-09 numbers

If we assume the YZF-R9 produces the same numbers as the MT-09, then something resembling the above is what to expect at the rear wheel on the dyno.

That’s anywhere between 105-114 horsepower at the rear wheel. (dyno, bike and correction factors depending of course.

If the engines of the current MT-09 and YZF-R9 are the same, we can expect a nice flat power and torque curve starting from 2500 rpm and then waking up nicely at 5500 rpm. Peaking at 10,000 rpm and then dropping off sharply approaching the rpm limiter.

Despite plenty of low-end and midrange power and torque, the engine will work best on track between 7000 and 10,000 rpm, with a lower spread thanks to losing that 1000 rpm extra ceiling that the CP1 engine has.

The YZF-R9s thrust curve looks good and the same as the current MT-09 assuming their power outputs are the same.

However, the R9 will have slightly lower thrust/acceleration (lbs) in each gear because of the slightly longer gearing the R9s are equipped with.

The benefit over the MT-09 is that the R9 will reach slightly higher speeds in each gear providing the rpm limiter is the same.

R9 vs MT-09 Speed in gears at 5000 rpm

R9 vs MT-09 Speed in gears at 10,500 rpm

Looking at speeds in each gear at 5000 and 10,500 rpm there is not a huge difference. The Yamaha YZF-R9 has just under 5% longer gearing.

With that in mind, we can expect that in-gear acceleration (Not outright) will be 5% lower compared to the MT-09. (If not taking the slight weight difference between the two into consideration)

Further down you can see how this difference looks at each speed in each gear.

Yamaha YZF-R9 Vs MT-09 in-gear acceleration

Assuming that the current MT-09 and YZF-R9 produce the same power, in-gear thrust/acceleration will look like something resembling the above.

The MT-09 will produce more acceleration/thrust in any gear at almost any speed.

It’s only right at the top of the speed range of each gear (10,000rpm) where the R9 has the edge, and continues to produce thrust while the MT-09 runs out of rpm/speed and is required to change up a gear earlier than the R9 as a result.

The difference in thrust throughout the range is only 5%. This would only be noticeable if riding both machines back to back but barely so.

You can expect the YZF-R9 to be a grunty and flexible machine much like the MT-09,  with slightly more top-end thanks to the longer ratios.

MT-09 Gen 1 CP3 engine vs YZF-R9 engine

If we compare the YZF-R9 gen 2 engine to the MT-09 gen 1 engine, we witness an impressive job Yamaha has achieved.

More power and torque almost everywhere thanks to that capacity hike while still meeting more stringent emissions standards.

The older machine seems to produce a little more power and torque below 2000 rpm but it’s not somewhere you would find yourself often.

From 2500 to 4500 rpm it’s pretty even. The gen 2 engine demonstrates a slight advantage over the Gen 1 engine.

Past 4500 rpm, the gen 2 engine is much stronger than the original, having around 5 ft/lb more torque between 5000 and 9000 rpm. This is exactly where the riders want it for most road-riding scenarios.

The only meaningful advantage that the Gen 1 engine has is its ability to rev higher; demonstrated by the rev limiter kicking in at around 11,500 rpm.

Peak power has a more gentle roll-off too, while the Gen 2 engine falls off more sharply.

R9 vs Gen 1 MT-09 Top Speed in gears 

Despite the shorter gearing, thanks to the extra 1000 rpm rev ceiling advantage the gen 1 MT-09. It has higher theoretical top speeds in each gear. 

Gen 1 MT-09 vs YZF-R9 in-gear acceleration

The above thrust curve is quite a surprise.

The older Gen 1 MT-09 engine is giving away 43 cc and some power and torque. Yet it produces a little more thrust. Particularly in the first two gears, and in the first half of the speed range in each gear.

How is this possible?

It’s simple, the Gen 1 MT-09 engine runs lower gearing. Gears are a multiplier of torque and translate the torque of the engine to the wheels, which you feel as acceleration.

If you look at the dyno curve, the Gen 1 MT-09 produces almost the same amount of torque as the Gen 2 engine that the R9 is equipped with between 2500 and 4500 rpm.

Combined with a lower ratio, we see it produce much more thrust in both first and second gear.  And to a lesser degree in the remaining four gears where thrust differences between the two level out and converge.

This is thanks to the Gen 2s engine making up for the longer gearing with more torque.

The Gen 1 engine only has a distinct advantage in top speed (in each gear) where it still makes thrust.  While the Gen 2 engine in the R9 is forced to change gears sooner and at a slightly lower speed.

As pointed out earlier, the MT-09 Gen 1 has higher top speeds in each gear because it can rev higher than the newer engine.

This allows it to run lower gearing, thus improving in-gear thrust without sacrificing top-end speed in each gear. Peak rpm capabilities are very important for performance.

It would be hard to know for sure, but judging by the above, if the YZF-R9 was equipped with the Gen 1 engine might be quicker overall by a fraction. It definitely is so when it comes to in-gear acceleration, particularly lower in the rpm/speed range of each gear.

If you’re reading this and you are in the market for a Yamaha YZF-R9, don’t panic.

I’d bet that due to the stricter emissions that the YZF-R9 engine has to adhere to, there is probably a lot more potential and room for improvement when removing restrictions with an ECU flash or custom tune while equipped with a de-cat exhaust.

A similar scenario occurred when the 2020 YZF-R1 was updated.

New emissions regulations had to be met with the goal of the revised YZF-R1 not losing power over the previous model.

Unlike the revised MT-09 Gen 2 engine, the 2020 R1s capacity did not change. This meant that Yamaha had a difficult task ensuring that the updated R1 at least had as much power as the previous model despite more stringent power-sapping emissions regulations.

Yamaha engineers did great because the 2020 YZF-R1 made a little more power than the previous model. When tuned with ECU flash and exhaust the 2020 YZF-R1 often gained more power than the outgoing model.

We can assume that the Yamaha R9 once tuned, I’d bet that we’d see some great gains. Perhaps even a higher rpm limiter courtesy of a good ECU flash.

More power and torque than the Gen 1 engine and potentially claims all, or some of that 1000 rpm back.

How accelerative will the YZF-R9 be?

This is a good question.

The YZF-R9 will accelerate similarly to an MT-09. This goes without saying as they share so much.

Below 100 mph acceleration times would likely be identical between the two machines. It’ll be mostly down to the rider, or which motorcycle is easier to launch.

The YZF-R9 may be easier to get off the line thanks to the slightly longer gearing.

I would also expect the R9s TCS and LIF control systems to be an improvement on the MT-09. 

On the contrary, the YZF-R9 wheelbase is a little shorter, so this may point to the YZF-R9 being a little more frisky to launch. 

Whether the above translates to faster acceleration times is yet to be seen, but it’s likely the YZF-R9 will be more consistent and easier to launch thanks to the more sophisticated rider aides.

Taking everything into consideration, 0-60 mph times and 0-100 mph times will be broadly the same. 

I’d expect the YZF-R9 to blast from 0-60 mph in 3 seconds flat and 0-100 mph in around 6 seconds flat. 

The R9’s quarter mile times are likely to be mid to high 10s with a trap/terminal speed of around 130-132 mph. 

These would be optimum times with a jockey rider at sea level and in neutral conditions.

The full-faring and claimed exceptional aerodynamics would translate to the YZF-R9 accelerating harder above 100mph compared to its naked sibling.  This is because the wind starts to impact acceleration to the negative the faster we go.

Newer MT-09s of the past had some restrictions and were not able to achieve their potential to speed.

They would often run out of puff at around 130 mph or so. (145 mph indicated) This was remedied by a custom tune or ECU flash to remove restrictions.

We do not know if the Yamaha YZF-R9 will have any similar restrictions.

If it doesn’t I would expect the Yamaha YZF-R9 to hit the limiter in top gear, which would mean a real 165 mph top speed.

If you have ever ridden a CBR900RR, ZX-7R or SRAD GSX-R750 or similar, expect the Yamaha YZF-R9 to provide similar outright acceleration but better in-gear acceleration.

If not, then outright acceleration we have 600 CC Superport acceleration with more punch in-gear and compatible top speeds.

YZF-R9 Vs YZF-R6

The YZF-R9 is arguably a replacement for the YZF-R6 in some respects even if the YZF-R6 is still available to purchase.

Regardless, both machines will be compared to one another by many in an infinite number of ways. It will be interesting to see how they both stack up.

Yamaha YZF-R9 vs Yamaha YZF-R6 on the Dyno

The Yamaha YZF-R9 has a massive 290 cc engine capacity advantage over the YZF-R6!

However, the claimed power for the YZF-R6 is 4 horsepower more at the crank – 123 horsepower vs 117 for the R9.  

What gives? The YZF-R6 revs much higher. It’s that simple.

Among many other variables that determine the output potential of an engine, there is no denying that a direct correlation between how high an engine can rev to how much power it produces. (all other things being equal) is evident.

The YZF-R6  revs to a wild 15,500 rpm plus and produces peak power at around 14,500 rpm. This equates to a little over 200 horsepower per litre. 

If the YZF-R9 was capable of producing its peak power at 14,500 rpm, it would probably crank out around 155-165 horsepower or so at the rear wheel.  What is stopping you, Yamaha?

Despite the claimed crank horsepower advantage over the R9, typically stock R6s produce around 110 horsepower while current-gen MT-09s (the engine that R9 is equipped with)  produce between 105 and 114 horsepower to the wheels.  

If we take a look at how these two machines might compare on the Dyno. We can observe that the YZF-R9 dominates the YZF-R6 in terms of power and torque up to its much lower rpm limiter of 10,500 rpm.

You can thank the lower state of tune and that 290 cc capacity advantage the R9 carries over the R6 for that Dyno chart domination.

 however, that distinct advantage on the dyno closes drastically when the torque of both engines is fed through the gearbox.

We have already seen how revising higher can be a good substitute for having less torque. 

Speeds in each gear at 5000rpm

Looking at the speeds in each gear at 5000 rpm we can see that the YZF-R9 has considerably longer gearingr than the R6.

This points back to the R9’s incapability to rev as high as the YZF-R6. Instead, the R9 relies on producing considerably more torque to push longer gearing.

The R9’s longer gearing ensures that in-gear top speeds at maximum rpm are not impacted too much.

The YZF-R9 revs approximately 50% lower than the R6. If it was equipped with the same gearing as the R6, top speeds in each gear would be around 50% lower too!

To further hit home the gearing differences, the fourth gear on the YZF-R9 is longer than the sixth gear of the YZF-R6!

When feeding both torque curves through each motorcycle’s gearbox, things become interesting.

The YZF-R6’s massive torque deficit is not nearly as drastic when it comes to in-ear acceleration, gear for gear, and speed for speed.

Sure, we see a massive advantage to the R9 in every gear, with the R6 needing at least one gear lower to come close to matching the R9 in some points of the speed range of each gear.

This is mainly evident in the second part of the speed range of each gear, while in the first part of the speed range, the R9 still dominates even if the R6 is one gear lower.

The most pronounced advantage to the R9 comes in the lower ratios. It completely dominates in first gear, while the R6 needs first gear to match the thrust of the R9 in first gear.

In the higher ratios, the R6 closes some ground but is still behind somewhat.

The ‘There is no replacement for displacement’ claim is certainly true, however, lots of RPMs and lower gearing can lessen the disadvantage that comes with a smaller engine.

But a 290 cc deficit is substantial and hard to make up despite the higher rpm and lower gearing advantage of the R6.

On the road, the above Thrust curve demonstrates that the R9 engine will be substantially more punchy.

This will be true in almost every situation/speed. What gear the R9 pilot chooses will rarely matter while up against the YZF-R6 or any other 600.

To even have a chance against the R9 from any chill to ‘GO’ roll-on situation. The R6 will need to be in a gear of choice but rpm must be at or above 10,500 rpm otherwise it will lose every time to the R9. 

A ‘gear of choice’ will often mean at least one gear lower than the R9.

However, what is interesting is that in the last part of the speed range of each gear, the R6 can match and beat the R9, but requires at the very least a gear lower.

Being in a gear lower does not matter when it comes to outright acceleration, because despite lower gearing, the R6 revs much higher than the R9 so has a higher theoretical top speed in each gear.

For example, the R6 can hit almost 100 mph in second gear, while the R9 is capable of approximately 90 mph. 

What this means is that to accelerate to 100 mph the R6 is using second gear while the R9 is using third gear. Thrust at those speed ranges is almost identical.

This is repeated all the way through each gear.  The R6 requires one gear lower to accelerate to and through a similar speed range as the R9. This is why outright acceleration, both machines are likely to be very competitive against each other.

In a typical ‘chill’ motorway overtaking situation at around 70 mph. The YZF-R6 would require fourth gear with approximately 7500 rpm showing on the tachometer. The R9 in top gear hovers at a sedentary 4500 rpm.

Acceleration would be very similar. This demonstrates the likely in-gear acceleration differences between the two and how much more responsive the R( will be.  

YZF-R9 vs YZF-R6 top speed And Acceleration

We have established that in a roll-on scenario, the YZF-R9 is well ahead of the YZF-R6. But how do they stack up when the YZF-R6 can use the north end of its tachometer through the gears?

As they are similarly powered it will be very close.

Both motorcycles are capable of low 0-60 mph times of around 3 seconds as demonstrated Here.

To launch, the R9 should be equally as fast from 0-60 mph and 0-100 mph as the R6. I would guess that the R9 being equipped with more advanced electronics and easily accessible power should be more consistent than the very peaky R6.

Off of the line and to 60 and 100 mph, both machines will be very similar.

In ideal conditions with a suitable weighted and skilled rider, they’d both be logging times of 0-60 mph in 3 seconds and 0-100 mph in 6 seconds. Pretty close.

If there are any differences they will be separated by tenths.

Once we are moving, the acceleration capability for both machines becomes much less dependent on rider skill, and more about the power and aerodynamic efficiency of both machines.

As they are similarly powered they should accelerate from 100 mph comparatively. The YZF-R6 is lighter while the YZF-R9 is claimed to be more slippery.

The lightest of the vehicle has less/diminishing effect on acceleration the faster we go, while aerodynamics and power takeover, and play a more pivotal role.

Either way, I expect both machines to cross the quarter-mile in the mid to high 10s. Trap speed will be similar at a little over 130 mph.

After the quarter mile, my money would be firmly on the YZF-R9 to start slowly eeking out a slight lead and gradually moving away from the YZF-R6.

If the YZF-R6 can accelerate from 0-150 mph in a little over 16 seconds The YZF-R9 would likely be at the very best high 14s or mids 15s.  

Estimated acceleration times of the YZF-R9

(lightweight rider in optimum conditions)

Top Speed R6 vs R9?

We have established that the R9 will most likely have the edge over the R6 in outright acceleration.

As for top speed, it will be very close.

Based upon the YZF-R9 power, gearing and alleged aerodynamic capability I believe it will hit the limiter in top gear. If all my assumptions are correct we are talking a real top speed of 164/165 mph for the YZF-R9.

We have tested the YZF-R6 at a top speed of 161.3 mph. This is perhaps the lower end of what current R6s are capable of.  While the R6’s gearing is much lower than the R9 it can rev much higher. This means it has longer legs in each gear with impressive theoretical top speeds

In sixth gear, if the YZF-R6 could hit its limiter we can expect more than 170 mph.  But without enough power, it is a moot point if it can’t pull top gear to the limiter.

In the perfect scenario, an R6 could have the edge in top speed, because it has higher potential while the R9 is potentially gear/rpm limited at a max of 164 mph.

Most YZF-R6 owners will flash and fit a race exhaust. It is not unheard of netting 10 horsepower plus gains. 170 mph top speed becomes very achievable.

if you want more top speed out of your tuned R9, you’ll either need even longer gearing or more rpm than a tuner may provide. 

In the next episode, we will compare the YZF-R( with the Panigale V2, new and old.

This article is based upon some things we do know and some assumptions. To know for sure how the YZF-R9 will compare to rivals, it will need to be tested. You should not make any buying decisions based on what has been written. 

Regardless, the YZF-R9 will no doubt be a great motorcycle, whether it is faster or slower than other motorcycles.

Find out more HERE

Next Episode: YZF-R9 vs Panigale V2