Sport bikes aren’t completely dead, even if their popularity has plummeted along with the rise of adventure and naked models. If you go to a track-day here in the United States, you will see lots of Yamaha R6 bikes … many of them more than a decade old.
Yamaha has not completely given up on sport models, as evidenced by the introduction of the new R9 that will be in U. S. dealers next March at an MSRP of $12,499.
The spec for this price is pretty impressive. You not only get the universally-loved 890cc triple, top drawer Brembo Stylema calipers and the latest generation adjustable KYB suspension also are included.
Here is the press release from Yamaha regarding the 2025 YZF-R9:
MARIETTA, Ga. – October 9, 2024 – Yamaha Motor Corporation, USA, is proud to announce the newest edition to its iconic R-series lineup, the all-new 2025 Yamaha YZF-R9. A new breed of performance street bike, the R9 is aimed at providing true Supersport-levels of performance in an accessible package that enhances the capability and confidence of riders of across a spectrum of skill levels.
Based on Yamaha’s renowned CP3 powerplant, the new 2025 YZF-R9 boasts a dedicated Supersport chassis and comprehensive electronics suite, wrapped in striking next-generation R-series styling. Alongside the exhilarating all-new R9, Yamaha is also announcing the remainder of its R-series lineup for 2025, including significant updates to the 2025 YZF-R3, and the 2025 YZF-R7 which returns unchanged.
R World is Calling
Yamaha has a rich heritage of building the most sought after Supersport motorcycles designed to deliver the pinnacle of performance on and off the track. From the rider-friendly YZF-R3 to the exclusive and track-focused YZF-R1M, the Yamaha R-series model lineup provides options for riders of all skill levels to experience the pure exhilaration of R World.
2025 YZF-R9 The new 2025 YZF-R9 was conceived to redefine the Supersport class by combining track-capable performance with street bike accessibility through a broad, smooth power delivery, light handling, street-friendly ergonomics and a complete package of advanced rider aids—a machine as equally at home on a race circuit in the hands of a seasoned track rider as it is exploring canyon roads or urban streets in the hands of a dedicated street rider.
Powerful CP3 Engine The heart and soul of the new R9 is its characterful 890cc liquid-cooled three-cylinder powerplant, which receives a unique ECU tune and optimized gear ratio to provide thrilling Supersport power with a more broad, torquey engine character. A carefully tuned airbox amplifies induction sound which combines with the CP3’s distinctive crossplane triple exhaust note to provide an aural resonance which further heightens the thrill of acceleration.
Dedicated Supersport Chassis The new R9 chassis begins with an advanced gravity-cast Deltabox frame that’s the lightest aluminum frame ever offered on a Yamaha Supersport model. The frame is extensively tuned to deliver a supple, predictable feel at lower speeds and Supersport rigidity for razor-sharp handling at track speeds. Along with a new high-spec fully adjustable KYB® suspension and nearly perfect 50/50 weight distribution, the R9 delivers light, agile handling that inspires confidence for a wide range of riders and experience levels.
Brembo® Brakes Premium Brembo® Stylema monoblock front brake calipers combine with a Brembo® radial master cylinder, large 320mm dual front discs, stainless steel brake lines and aggressive pad compounds to offer Supersport-level braking performance with exceptional power and feel. The R9 also offers the option to turn rear ABS off for track riding.
Advanced Aerodynamics The new YZF-R9 includes MotoGP®-inspired functional winglets which add downforce for a stable, planted front-end feel while keeping drag to a bare minimum. In fact, the ultra-sleek new R-series design yields the most aerodynamic Yamaha model ever offered.
Supersport Ergonomics for the Street A dedicated Supersport riding position is optimized to achieve excellent handling and a strong sense of unity with the machine while still offering a short reach to the clip-ons, ample leg room and low seat height for more comfort in a variety of riding scenarios.
New Generation TFT Display The YZF-R9 receives Yamaha’s latest generation full-color five-inch TFT display providing a wide range of vehicle data. The rider can select their display preference between four separate street themes or a dedicated track theme. Display themes, vehicle data, connectivity functions and the R9’s electronic suite are navigated through Yamaha’s latest integrated handlebar switches. Button shape and feel have been extensively refined to provide intuitive operation in a compact, easy-to-use solution.
Smartphone Connectivity Riders can link their smartphone to the new TFT display via Yamaha’s free Y-Connect app to receive message notifications, calls and listen to music (through use of an aftermarket Bluetooth® headset, not provided). Additionally, full turn-by-turn navigation is available through the Garmin® StreetCross app to make each journey easier.
Advanced Electronic Suite An advanced six-axis Inertial Measurement Unit (IMU) is based on the proven performance of the flagship YZF-R1 Superbike. Data collected from the IMU and wheel speed sensors enable a high-tech suite of rider aids including a nine-mode Traction Control System (TCS), three-mode Slide Control System (SCS), three-mode Lift Control System (LIF) and a Brake Control System (BC). Levels of intervention can be adjusted to preference and each of these systems can also be turned off providing the ultimate versatility and control in a variety weather and surface conditions.
Yamaha R-Series Style With sharp, distinctive R-series styling including its signature M-shaped front duct and tail wing, combining with new generation design cues like angled LED position lighting and advanced aerodynamics including functional front winglets, the revolutionary new YZF-R9 is instantly recognizable as the next evolution of Yamaha’s iconic R-series.
2025 YZF-R9 Top Features Renowned 890cc liquid-cooled CP3 engine Ride-by-wire Yamaha Chip Controlled Throttle (YCC-T®) System Assist & Slipper clutch Yamaha third-generation quickshifter Lightweight gravity-cast aluminum frame Fully adjustable high-spec KYB® front fork Fully adjustable high-spec KYB® rear shock Brembo® Stylema calipers Brembo® radial master cylinder Aerodynamic winglets Full color 5-inch TFT display Smartphone connectivity Advanced six-axis IMU Four-level Power Delivery Mode (PWR) Nine-level lean-sensitive Traction Control System (TCS) MotoGP®-developed three-level Slide Control System (SCS) Three-level Lift Control System (LIF) Lean-sensitive Brake Control System (BC) with ABS Rear ABS off function Two-level Engine Brake Management (EBM) Back Slip Regulator (BSR) Launch Control (LC) Yamaha Ride Control (YRC) with preset and customizable settings Yamaha Variable Speed Limiter (YVSL) Full LED lighting Intuitive new switchgear Cruise control
Colors, Availability & Price The new 2025 Yamaha YZF-R9 will be available in Team Yamaha Blue, Matte Raven Black or Intensity White/Redline, and will begin arriving to dealers in March for $12,499 MSRP.
Those wings scream SQUID!
When I first started riding a 750cc was considered large displacement although my initial experience on a street bike was on a legendary Norton 850 which was borrowed. My first owned street bike was a Honda 750K6, all of maybe 58 hp. Now 800-900 cc motorcycles are considered mid size. Adventure motorcycles displacing 1300 cc, touring motorcycles 1800 cc and cruisers like wise. On a good and twisty road a 400 cc inline 4 with 60 or so ponies and high end suspension, brakes and tires will do proper justice to that asphalt. Unfortunately on the open road and expressways you need the added poke of 100 plus horsepower. This could be that compromise.
It’s weirder than that. You can race this thing in the 600 class. The street bike industry is impossible to embarrass. The 600 of the future has an 890cc engine and a nanny between you and the actual throttle.
‘S got lectrowinglets
I mostly agree with your take on nanny control. Yamaha is showing off its technology, although in a lot of cases it would likely bail out a rider not paying attention. In the rain these safety nets would be beneficial during emergency reactions. I do wonder if like the era when low profile sport tires arrived and sidewall flex disappeared leaving the aggressive rider having traction, traction, traction, ground,sky,ground,sky. On my chosen twisties chassis, brakes, and tires are the recipe for a great time.
FIM calls it World Supersport/SSP and the rules include varying displacement motors depending on the number of cylinders. I think this has been an awesome change.
I love it when rules allow different engine configurations. Remember the Aprilia Cube in MotoGP. Wish they could have continued with it, sure sounded nasty.
Motoman
Yup. Supersport ceased being the “600 class” 10+ years ago when Ducati and Triumph decided they wanted to play.
Why would you need 100hp just to ride expressways? There aren’t many cars out there that will out accelerate a 50hp motorcycle at merging/passing speeds.
Decades of power being a thing seems to have given buyers an attitude. 100hp seems to have become a floor for anything that isn’t a budget bike. Many of the later pre-ride by wire overpowered bikes that I rode were tuned with short shifters in mind. The power was kind of soft below 6K RPM. Then it came on like a mid nineties two stroke when all the magazines were clamoring for “hit”. Now they use a throttle nanny so you can select a less than maximum power profile.
It’s too bad really. The whole bike needs to be designed around the maximum power the engine produces and the nannies are not without their own weight. So now you have a market full of five and six hundred pound dirt bike looking things. The budget bikes do have a lot of nice parallel twins. But few of those make more power than the singles that KTM and Ducati make. They might be heavy for singles. But they are lighter than the P-twin rigs. And less weight has a “more power” effect. About one hp for every seven pounds. It’s significant. Particularly at public road legal speeds.
Wow !!!
I had to read this several times to be certain it was a ‘Mick’. No drum beating the usual complaints, or worldly experience qualifiers.
Nice, very nice, and I agree. Light is more better than giddy-up.
Goldilocks
That’s the dumbest thing I’ve ever seen posted on the internet. Why do you even ride a motorcycle?
Motorcycling has enthusiasts for anything. Nobody is wrong really. When the second motorcycle was made, the trash talking began. Enjoy!
Agree 100%.
Jeez Mick say something else so we can debate, this agreeing shyte is no fun…. 😉
I believe the correct parlance would be,
“DO U EVEN RyDE BRO????”
Jeez not sure how I missed this one. These days there are actually plenty of cars/SUVs that will surprise you if you have only 50hp on a bike.
Not really. Even at a GVW of 600lb you’re at 12lb / hp. That’s the same as 290hp in a 3,500lb car.
A Ninja 400 can go 0-60 in just over 4 seconds. Very few people have cars that can do that and few among them who do it frequently.
We are not discussing 0-60. We are discussing acceleration at merging/passing speeds. So at freeway speed plus. A Ninja 400 will not be able to handle a 500-hp SUV no matter what it weighs at, say, over 90, and likely under that.
Speeds over 90mph are pretty rare in the US, especially on busy highways. Not a realistic scenario. 500hp SUV’s (or any kind of car) are also pretty rare.
Where do you live/ride? I’m in Denver which is hardly Phoenix when it comes to speed stuff.
I live in the Midwest but periodically drive around Chicago, Minneapolis and in Southern California and between cities in the mid-Atlantic, where I am originally from. I see plenty of highway in plenty of places.
Point is, the highway is not the raceway some would make it out to be. The majority of all vehicles on the road have a lower power/weight ratio than even a modest motorcycle. If you can “survive” the highway in a 150hp car (Virtually all compact-class sedans) and one knows how to properly merge into traffic, then it’s easy on a 50hp motorcycle.
$12500 lol.. A 2000 model GSX-R will smoke this turd! Ill pay $650 more for the 2025 Gixxer 750 its the best sport bike for the money PERIOD since 2000!
It won’t, and you know it.
But who gives a crap – it’s not like you’re going to buy a new bike anytime soon.
In 2000 the 750 with 150 hp ran 10.28 1/4 mile and 172 was top speed.. My XX will destroy both and its 25 yrs old.. Ill spank the new H2 all day I have 130 rwhp but when I push the NOS button 250 rwhp Surprise
Where are you going to do all this spanking? I look for 50 HP roads to leave all the brochure riders to discuss it with the constables or EMTs.
Texas but again back to this POS R9 2000 model Gixxer will eat its lunch ! 166 kilos this turd is 195 .Just stop being in denial I eat that pos up
Just like in 1995 all these chit talkers said no turbo bike could do chit on the track.. Myself and Mike Mcintyre build a Turbo CBR900 RR and it won the WERA SuperBike Championship !! So many posers here
While I don’t disagree that the GSXR is the faster bike on paper (and perhaps a track), the question I’d reply with is “by who”? The Yamaha has an engine that’s probably better suited to the road and is full of rider aids that the Suzuki lacks.
I raise a similar question below but there must be reasons why those (and the excellent R6) don’t sell very well.
I don’t know about in the U.S., but here in Canada, one of the main reasons bikes like this aren’t selling in large numbers is because of sky-high insurance premiums for sport bikes. That is, if you can even get an insurance company to consider coverage.
The sky-high insurance issues isn’t new. Maybe the tolerance for it has gone away? I remember having a Honda Superhawk yearly premium quote that was 50% of the bike’s value but shopped around and got something much better. Then I married a gal on USAA and I don’t even know how much we pay anymore (it is insignificant).
One thing that made me chuckle was how a lower seat with the requisite high pegs will result in “ample leg room”.
I have nothing but praise for the Japanese culture of marching on into the face of headwinds. Sportbike sales are down, yet they push toward perfecting another new sport bike. I just read an article covering the chairman of Toyota, the world’s largest car maker in the world, who regrets that switching to EV vehicles will cause job losses in the engines divisions. “If electric vehicles simply become the only choice, including for our suppliers, those people’s jobs would be lost,” he said, adding he liked gasoline vehicles.”
Close your eyes for a moment and an imagine your life in a country where the chairmen, executives, investors, and government officials cared this much to prevent valuable job losses. What a world that would be. Was that in the 40s or 50s in the US?
Anyway, I like this new bike! I’m a Yamaha guy since I was a mini-Enduro kid.
.. so said the guy who ran the town stable.
So said the guy who will own nothing and be happy in his 15-minute city.
What so wrong about being able to walk to get the papers, milk eggs and bread?
The fact that that is all you will be allowed to do.
What site is this…?
You hate what you don’t understand… and it’s a pathetic look.
Yes, it certainly is.
Cities are storage areas for excess unwanted population. Why bother with them at all?
Read the Holy Book of DUH! In it, it says, and I’m paraphrasing here, if you don’t like cities, avoid them. Live west of the Mississippi. The cities there are much more spread out and easier to avoid. Right up until you hit California. Don’t go that far. There be cities.
That’ll be five bucks for the geography lesson. Payable to some unfortunate victim of society you should meet along your way out of whatever urban cesspool you seem to be struggling to aviod.
Geez! Do I have to tell you guys everything?
Whatever. Charity work.
“Cities are storage areas for excess unwanted population. Why bother with them at all?”
Cities are where the vast majority of population chooses to live because that is where the opportunity is. They are also what generates the lion’s share of revenue in states that have cities of significance, paying for all of the things you enjoy wherever it is you live (roads, hospitals, power infrastructure, etc.), even if you are unaware of where that money came from.
I’ll not argue that Dave. What I will point out however is that humanity never learns from cities. People will live in those hopelessly overpopulated cesspools and still drop kids one right after another. In that we are no better than rats. We will breed until we outbreed our fod supply and then start eating one another/Koji>
Too noisy, smelly, and can’t see very far at ground level.
The big ones, New York, San Fran etc produce nothing but paper work, and unearned money for the whores in the stock markets.
Breeders everywhere are ignoring the future.
Tell us how you really feel Reggie.
Stuffing your simplistic view of a complex world into the conversation is very telling and says more about you than anything else.
Motoman – Unbiased subject observations, over time, inevitably result in conclusions which can be simply stated without detail. The conversation was about the lack of life qualities and useful productivity while residing in a city.
Continual breeding is killing the planet, – also part of the preceding conversation.
Wow, i figured you fit a lot of stereotypes Mick, but i’m still surprised to find you blowing full MAGA-level anti-urban hate.
You really should stop talking about things you don’t understand. Sorry that all the science, progress, culture, and tax revenue come from dense population centers that you are mindlessly afraid of.
The right bike can make any city a 15-minute city.
The job loss comment is lip service. Toyota is invested in what it is invested in and change is hard. The promise of EV is to democratize power production and reduce dependency on a volatile global petroleum trade. That would be worth it even if it didn’t improve global pollution emissions.
In the 1950’s American laborers lived short, unhealthy lives and met dreadful ends. It really wasn’t the good ol’ days. If they can make engines then they can make other things too but most of the manufacturing loss has come from automation and efficiency improvements. Eventually a robot will make it, whatever it is.
Soapbox time. True, the 50’s labor environment sort of sucked for many demographics. And pollution was bad, so solar, wind and nuclear power is great.
But we are heading towards the ideal capitalist world where concentrating the capital (wealth and power) into the fewest number of hands is getting out of control. Robots will be designing, building and fixing the robots that make the things. Robots and computers (Artificial Intelligence) will be writing our books and newspapers for other computers to read. Labor is always a company’s and country’s largest expense and eliminating labor will thus grow capital the fastest. That is why a company’s stock price surges when the company announces massive layoffs. That is why private equity funds slash labor in hospitals and clinics, resulting in the pathetic quality and costs of health care you and I experience. Unless we are guaranteed a minimum wage we unemployed labor won’t be able to buy the things that billionaire capitalists and robots and AI are making and selling to us.
Still, I have faith in some countries getting it right: retaining jobs in their own countries, building better products, and distributing wealth equitably, in order to make better motorcycles. Japan does that. So get on a bike and let’s ride while we can.
Concentration of (fiat) wealth and its related power has nothing to do with actual capitalism. The situation now is technically closest to fascism.
I always wondered when Yamaha would finally put its triple in a sportbike. But who needs clip-ons anyway? They make no sense. Of course, we all know they’re for track days, and how many of us actually ever do one? Or even two?
I would totally do track days if I ever found a decent track. To my eye all the road race tracks are automotive based and have far too few corners. So I never bothered.
I wonder where this engine is at now and if they returned it for sport bike duty. The MT09 Tracer that I rode in France and Germany nine or ten years ago was basically a clone of the ’03 Multistrada that I had in Europe. It was a good engine in that role. But I guess I would want a different tune in a sport bike. The deal breaker for me was the gear whine that the engine made. What’s up with that? It’s the only Yamaha that I know of that makes such a noise. It’s like they were going after the gear whine era VFR people or something. Spare me that. Not in my garage you don’t.
Yamaha DT 125, probably?
Just because you’ve never done it, it must mean no one does?
Get off your couch, coward.
Where i used to work, we were about 30 min from Willow Springs Raceway, and they cater to track day racing. we would sell 100 to 1 sport bikes, that someone would actually talk about taking it out to a track day. The other eye roll, is in the nineties, cruiser bikes got big, and have never stopped, simply because not everyone wants a road race bike for the street. Not everyone, very few in fact, plan on riding to the Rock Store, Newcombs up the crest, and with the new excitement about off road adventure bikes, with normal seating, high handlebars, its more than a passing fad, thinking sportbikes are what will sell. I like sport bikes, and nice to see them, ride them. its a hard sell to the general public, imho.
What are you whining about Bob? I don’t recall ever saying that nobody should road race. I simply said that I don’t like the tracks. They are all made for cars. They are, simple fact. I ride, or build, racing venues made for motorcycles, or go-cart tracks with dirt sections added to them, which is close enough.
I went so far as to buy a YZ250F to test on my ice race tracks to ensure that a 250 diesel could be competitive on them. I made one with too long of a straight one year and the little diesels never had a prayer. I was embarrassed about it. The little diesels are actually kind of fun to ice race. Owning and maintaining them? Not so much. Flintstones, meet the Flintstones.
What I really get a kick out of is that he-man Bob here has probably never raced anything in his life. He wants me to go race for him on some boring autodrome track that he likes to watch on TV. Grow a sack and do it yourself Bob. There are classes for everyone.
My last sport bike was a 916 Ducati. Oddly enough. It had about the same displacement, made almost the same amount of power, and probably had about the same quality suspension and brakes as this bike thirty years later. It probably even weighed about the same. Thirty years has done what for the sport bike? Added some silly looking wings? The Ducati did cost more. Even in 1994 dollars.
I sold it because I thought it made riding public roads boring. I rode my 610 Husqvarna DP rig way more often. I sold them both and built a supermoto. My front line street bike is still a kick start supermoto.
Zzzzzzzzzz……
About, about, probably, probably. Guesstimation meets speculation.
What has thirty years brought? Probably About the same performance while costing less, even when indexed for inflation.
“But who needs clip-ons anyway? They make no sense.”
Once the pegs are as high and rearset as they need to be for clearance with modern tires, I find reasonably low clipons _more_ comfortable than more upright setups. Bolt upright with a tight knee bend, is knee crushing.
Clipons are also almost inevitably narrower (more weight over them require less leverage), which benefits stability at any speed above 60mph.
They’re just a better mousetrap for going faster, which is what 100+hp faired sportbikes are all about.
Seems like a really neat sport bike but I’m left wondering what it does that bikes the Suzuki GSXR 750 and the Kawasaki ZX6R don’t do?
Obviously, bring in income for Yamaha.
Maybe more income but with the limited success of the excellent sport bikes I cited, is there any reason to believe that this will be some sort of game-changer?
I agree with Anonymous and recognize that it is a slightly different formula, I am wondering if it is enough to attract buyers who haven’t already choosen those others.
WWAYYYYYYYY more torque that either, where it matters for street riders.
WAYYYYYYYYYY more tech than either, which means security on the road and potentially more performance on tap for green or intermediate riders.
Better street ergos than both, for folks that like one bike to do both street and track.
Should i go on, or would you like to use Google?
Torque where? At the crankshaft? I prefer torque at the rear wheel where it belongs.
“I prefer torque at the rear wheel where it belongs.”
As do “display of speed” ticket writing cops….
At least in LA: When a a 1200cc Boxer rumbles along at the same speed as a 600 screaming at 12000rpm, the cops will 100 out of 100 times pull over the GixxerBro, while mostly just signalling the Beemer rider to slow down.
Lower RPM is also more frugal. And cleaner. Hence why the screamers are effectively banned in Europe.
But yes: i4s belting out high Cs like Pavarotti in his prime, IS sport bike excitement. The others may be more pragmatic, but are all comparatively dull. It’s just that Cops don’t seem to like Pavarotti.
Er, uh, and HOW are lower-torque motors at the crank going to somehow result in higher torque at the wheel? Magic torque fairy dust?
Revs = lower gear ratios. The Honda Superhawk I had wasn’t any faster in a straight line than the 600’s of the era, despite having ~30lb/ft more torque because it red-lined @ 9,500rpm against a 600’s 13k+ rpm. HP wound up being roughly the same.
Replying to Dave but this is the limit of no reply:
Geared lower = yes but fake torque.
Is it “fake” torque? Ultimately it is torque translated to the rear wheel. The only real difference is one uses shorter gears than the other for a given wheel speed.
It’s bigger “booms” vs. more of them.
The problem is how your engine will lasts. You can not put MotoGP engine into production motorcycle. Nobody will bye such an expensive, hand-built things jaust for few rides. Bad balance.
Nobody is referring to a GP engine. None of us have any informed knowledge of them. There are plenty of 20 year old sport bikes out there that have 14k+ rpm red lines. Engine speed is one factor of potential engine wear, pressure/load is another. If one engine makes 100hp at a lower rpm with 70+lb/ft of torque and another makes 100hp with a much higher red line and 45lb/ft, which one lasts longer? I believe the answer is whichever one has better engineering and materials.
I am very sorry, but rpm does mean. Not piston diameter or something. 1966 year six cylynder Honda made 18000 rpm
All bikes have “fake torque” then, including yours. Yes, every bike with more horsepower will have greater torque at the rear wheel, regardless of how much – or how little – torque that is advertised at the crankshaft.
Maybe the ergos are marginally more street, but not by much. Still look fairly track-oriented to me.
Probably true for the torque (it’s an under-square 900) but it’ll take a break from the category’s typical history for it to sell on power over bikes with a higher peak hp or hp/cc figure. Agree on the tech but Not likely the ergos, that’s marketing fluff. It’s clear from the photos that this is as committed a sport riding position anything this side of a Ducati.
Worth mention is that this bike is approved for use in the World Supersport series so it takes place of the R6 as a race platform.
You are objectively wrong in your first sentence (78.0mm x 62.1mm), so why should anyone read the rest of your headbanging on the keyboard?
You’re right, I don’t recall where I picked that up.
So I went an looked to see where I got the idea that the engine was under-square and what I found is that it is far less over-square (by 10mm and more) than most contemporary high performance engines. This was alluded to in an article I read some years ago and I mistakenly remembered it / paraphrased it to being “under-square”. While that may or may not result in a broader spread of torque, it definitely results in higher piston speeds which places a fairly hard limit on maximum rpm the engine can achieve and therefore its power potential.
That supports the point that this bike will require its target rider to break from their tendency to value max hp for a given displacement class. Instead they must recognize a more holistic “ride experience” value that doesn’t represent as well on a spec sheet.
It’ll also be interesting to see how this is made to fit into the World Supersport class with the aforementioned rev limit problem.
The triple has an engaging character which, for me, is more interesting than an inline four (though certainly the Gixxer and ZX6R are well-regarded). This triple has over 20 ft-lb more torque than the 600 and probably a bit more than the 750 as well (but probably only equals the 6R on top and the Gixxer would smoke it up there).
It definitely does something neither of them do. Just depends upon if you want THAT.
The numbers are interesting to compare (all are rear wheel figures). Torque output is closer than you’d think and on sheer power, the 09 is decidedly the slowest of the three.
MT-09 CP3 triple:
104.2hp @ 9,940rpm
60lb/ft @ 8,360rpm
Suzuki GSXR 750:
128hp @ 12,600rpm
55.7lb/ft @ 11,100rpm
Kawasaki ZX6r:
112hp @ 13.500 rpm
52.1lb/ft @ 11,000rpm
This is interesting. I took all the engine torque values you quoted and put them through some basic math to get ACTUAL rear wheel torque and then calculated actual thrust per pound of bike mass between the three bikes to understand what sort of maximum acceleration each could offer.
R9:
722 lb-ft max rear wheel torque
430 lbm weight
1.68 lbf/lbm
GSXR750
723 lb-ft max rear wheel torque
419 lbm weight
1.73 lbf/lbm, =+3%
ZX6R
807.7 lb-ft max rear wheel torque
425.5 lbm weight
1.90 lbf/lbm, =+13%!
That ZX6R is amazing in that it has 13% more acceleration than a sport bike that has a 40% larger engine!
My old BMW also has a “distinctive crossplane triple exhaust note to provide an aural resonance which further heightens the thrill of acceleration.”
Good point, but my 2T Suzuki GT550 triple has twice as many combustion events so it sounds like a fruity six. Exhausts don’t need to be loud if they are musical!
Never trust an exhaust.
Dirck you are a fig newton.
And Gabe is correct about rider positioning.