So you want to buy a Yamaha MT09? Let’s discuss why you might want to jump on this howling hooligan bike.

With the massive popularity of the Yamaha MT09 since it’s launch in 2013, there is a used one for pretty much every budget. As of writing this article, to give you an idea on what you can actually get for your money, on average:

• $6,000 or so will get you a high kilometre early first-generation MT09—typically around the 2013 to 2015 range
• $11,000 or so will get you a low kilometre second-generation bike—most likely between 2017 to 2020
• $13,000 and above, you’re looking at a second-generation MT09 SP, or a barely used third or fourth-generation model

Modifications such as exhausts, windscreens, flash tunes and crash protection are super popular on all models, which the seller may or may not factor into the asking price, so keep that in mind too.

Launching in late 2013, the Yamaha MT09 was heralded as a new beginning for the Japanese motorcycle manufacturer, leaving behind the FZ6N, FZ8N and FZ1N as the “old guard” of Yamaha’s naked bike line-up. 

Yamaha had left the detuned R6 and R1 engines in the dust and opted to create something brand new, a 847cc inline triple engine, not seen before since the early 80s from the old XS750. Why was this special? Well, not only was it an inline triple, but it utilised a crossplane crank, hence the ‘C’ in the engine’s CP3 designation. Previous examples of Yamaha’s crossplane cranks could be found in the 2009+ Yamaha R1, which if you have heard before, makes a very distinct rumbly noise that makes all the right places excited when you lay on the throttle.

The other important thing to note in the launch of this bike was that it was positioned as a budget motorcycle—to put that in perspective, it was AU$10,999, US$7,999, or UK£6,799. A complete steal for a new bike that had this much performance. However, with that in mind, the engine was the obvious focus for Yamaha on this model, which meant other areas such as suspension, the seat, bodywork and electronics were lacking—something many reviewers commented on back in the day.

The first generation of the MT09 would run from its launch in 2013, all the way up to 2016, which in 2017, the new and improved second generation was dropped. Featuring all-new sharp angles, this more aggressively styled pocket rocket was quite contrasting to the more softer-looking first generation.

Yamaha had taken the feedback onboard, choosing to focus their effort on improving the suspension, handling and safety characteristics of the bike, alongside other quality of life improvements to make it a more well-rounded machine. Luckily for riders, the engine remained largely the same, still featuring that awesome 847cc inline triple. 

The next major launch for the MT09 was shortly after in 2018 when the MT09 SP was announced, further improving on the second-generation bike. This new variation’s main drawcard was the upgraded suspension, with a remote adjustable Öhlins shock absorber in the rear and adjustable KYB forks in the front.

For the next few years, the second generation of the Yamaha MT09 went largely untouched, just the usual announcement of ‘exciting new colours’ each year until we hit 2021, when the third generation was announced.

Compared to the changes between the first and second gens, this most recent version is almost a complete rework of the bike. New engine, new frame, new bodywork, new wheels, new safety tech—the complete works for riders to enjoy. While it’s looks may divide the population, it’s safe to say the third generation had continued to improve upon on an already amazing foundation.

Only three short years after the launch of the third-generation MT09 came it’s next iteration. The soft, rounder body lines of the gen three are gone, replaced by more angular bodywork, somewhat reminiscent of the second generation bike.

The headlight has been replaced again, alongside the seat, going back to a two-piece design from the old one-piece banana, reshaped fuel tank, new airbox design, upgraded electronics, and some general ergonomic changes to give riders more personalisation.

With the Yamaha MT09 now well into its life as a modern naked motorcycle, it has undergone a number of changes over the years. As a second-hand bike buyer, it’s a good idea to be aware of the differences in years so you can choose which one is right for you.

If I were to break down the four generations of MT09 so far, it’s easy to summarise that the first generation is a no-frills hooligan bike, the second generation is a refinement on the first but still quite wild at heart. The third still has that crazy soul of the previous generations, and the fourth is a bit more of a serious naked bike that is packed with tech.

Like usual, insurance will differ between people, location, previous vehicle, etc.

Here are the three test scenarios and how they compared.

Test details used fo each rider:

Riders	Insurer A	Insurer B	Insurer C
Male, 25, 5 years riding experience Officer, VIC	$621.20	$1,313.96	$718.99
Female, 35, 7 years riding experience Chatswood, NSW	$594.65	$1,282.27	$519.94
Male, 21, 3 years riding experience Ashgrove, QLD	$2,574.92	$2,323.50	Won’t Offer

Based on the above tests, the MT09 is definitely not going to be friendly on the wallet for any new full licence riders. Insurer C also would not offer a policy to the youngest due to, “the risk falls outside of our underwriting criteria.” Essentially, a fresh full licence rider is too much of a risk for them.

While what you pay for insurance comes down to numerous factors, expect to pay more the newer the model you have. Likewise, you’ll probably get cheaper insurance on a gen 1 model than the gen 2 I used in the test.

• 2019 Yamaha MT09
• Riding 8,000km per year
• Full comprehensive insurance
• No accidents of claims
• Parked in locked garage
• No additional accessories or modifications
• Insured for market value
• No additional riding gear insured
• No roadside assistance or optional extras
• $750 excess

Here is a rough guide of how much certain parts cost based on online OEM part sellers:

• Oil filter: $19.91
• Air filter: $47.80
• Crankcase cover: $194.26
• Side air scoops: $139.43
• Fuel tank: $916.36
• Front brake pad kit: $85.64
• Clutch cable: $46.34
• Indicator assembly: $51.73

As you’ll see, pretty standard pricing for a Japanese bike. Some aftermarket options are cheaper, in particular for filters and brake pads.

For oil, the MT09 manual recommends 10w-40 which is readily available, so pick your favourite brand and go from there. That being said, make sure the oil meets JASO spec. The manual recommends Yamalube 10W-40, but any good semi-synthetic or synthetic oil will be fine, like Motul 5100, Motul 300V, Castrol Power Racing 1, Penrite MC-4ST, and so on.

In all honesty, the MT09 is an extremely reliable platform. Between the two I have owned I have done over 60,000kms and no major breakdowns have occurred. Based on my research and experience, the first and second generations tend to have more issues than the newer generations.

That being said, no bike is perfect, and here are the things to look out for, both that I have experienced, and others have reported online.

Being a middle-weight naked bike, the direct rivals of the standard MT09 (non-SP version) are:

• Yamaha XSR900: Shares the same engine and many of the same parts as its Yamaha MT09 brother, however, features throwback retro styling for a more classic look.
• Triumph Street Triple 675 and newer Street Triple 765 R: The older Triumph Street Triple 675 is a closer comparison to the first generation model, while the newer 765 model is a better comparison for gen two and up. The Street Triple 765 R in particular is close in spec to the standard MT09.
• Kawasaki Z900: Typically the bike most people directly compare on paper with the MT09, the Z900 weighs a little more and has a slightly more powerful inline-four engine. Both are good bikes, but many reviewers say that the MT09 has a bit more character than the Kawasaki.
• Ducati Monster 821 and the newer 937: Both the older and 821 and newer 937 (non-SP model) are comparable the the MT09 line-up. They make similar power, however, are of course a lot more exotic than the MT09.
• KTM 790 Duke, 890 Duke and 990 Duke: Similar to the Ducatis, the 790 and 890 Dukes (non-R models) are another notch up in intensity than the MT09.
• Suzuki GSX-S750: An ageing but still very reliable platform, it’s a far cheaper option than the MT09 to buy outright, though doesn’t come with the same suite of features the new generations come with.

For the MT09 SP versions, you will be comparing it against many of the higher spec models of the above:

• Triumph Street Triple RS: Arguably even more track focused than the MT09 SP, this thing eats corners for breakfast.
• Ducati Monster 937 SP: With better suspension than the standard model and the proven 937cc Testastretta V-twin engine, alongside upgraded front brakes, this is almost the italian version of the MT09.
• KTM 890 Duke R and 990 Duke: Another exotic option, the 890 Duke R is similar to the Street Triple RS, an even more precise canyon carver with amazing handling. That being said, the 889cc LC8c has had some reported reliability issues in the past.

If you’re in the market for a MT09, you may also be considering a few of these options in your price range:

• 1000cc Hypernakeds: Depending on your budget, a first generation MT10 is currently going for roughly the same price as a used third-gen MT09. Likewise, the retro-styled CB1000R, first-gen KTM Superduke R and BMW S1000R, Ducati Monster 1100, older Aprilia Tuono, Suzuki GSX-S1000, and current-gen Kawasaki Z1000, all are around the same bracket. Are these better than the MT09? You will definitely get more power for your money, though you will have to sacrifice newness and the goodies that come with that if you look at one of these.
• 600cc Sport Bikes: While not direct rivals, they generally make similar peak power to the MT09 and you might be deciding between the two. The MT09 makes more torque down below, making it good for day to day riding, while the top-end horsepower of a i4 600cc sports bike is unmatched on the track when comparing the two. Riding position is of course vastly different, but would know that already by looking at them side by side.
• Middleweight Twins: You might even be cross shopping the ‘middleweight twins’ category like the Yamaha MT07 HO, Honda CB750 or Suzuki GSX-8S and SV650. All of these are down on power compared to the MT09, though their lighter weight might make them better for city riding.

For context, when I was test riding my MT09s, I compared it against the Street Triple S, and Kawasaki Z900. I had a ZX6R before that to compare against as well.

Fortunately the MT09 has a massive aftermarket support due to it’s global popularity. It’s not hard to find parts to suit your budget or whatever your dream bike looks like. Some of the more popular mods you’ll find on MT09s are:

Mostly on first and second generation models. Depending on what you go with, a reconditioned used ZX10R or ZX6R shock will run you a few hundred dollars, while a name brand rear shock from Nitron, Ohlins, etc. start at over $1,000. Front suspension cartridge kits start at $600, but just doing springs and fork oil is another cheaper option.

The MT09 has a lovely raspy exhaust note, kind of like a blend between the MT07’s rumble and a i4 600cc top-end scream. Putting an exhaust on means you get the full symphony compared to it sounding like an angry sewing machine with the stock box. Akrapovic seems to be the most popular option, although Yoshimura, M4, Two Brothers, Leo Vince, etc. all make good pipes too for around the same price. Black Widow and Delkevic also make simpler cheaper systems too.

A valuable upgrade on all MT09 generations, a piggyback fuel management system (like a DynoJet) will help smooth out the throttle and reduce any fueling drop offs on the stock map. However, for these bikes, an ECU flash is typically a better option, as it’s far more customisable. If you switch to a full system, then yes, an ECU flash or piggyback fuel management system is necessary so your bike doesn’t run lean.

Mostly on first and second gen models, lower bars will give you a slightly more aggressive forward lean—less supermoto, more Street Triple. ProTaper Carmichael Evo are a very popular option that requires little changes to brake lines to make it work. Renthal Fatbars, and Woodcraft Clip-ons are also popular depending on what you want.

From full crash cages to engine covers, you have a wide range of options. Engine covers and crash knobs are fairly common, while crash cages offer the maximum protection.

Not a very common mod for MT09s, but some owners will swap these out to get a more aggressive rider triangle. I had adjustable Gilles Tooling rearsets on my first MT09 and they were great, not a crucial mod compared to suspension.

Not very common either, however, there are a few companies that do headlight conversions if the often controversial MT09 headlight design is not to your liking. Hoglights do a good upgraded unit, while brands like Motodemic do full round headlight kits. You might also see gen ones and twos with external LED lights to complement the below-average main headlight output.

One area Yamaha has continued to cheap out on is definitely the seat, though it has gotten better in gen three onwards. A comfort seat is a good investment if you plan on doing lots of touring or start getting a sore bum after your ride.

All these are personal preference, though you will need a LED flasher relay if you upgrade to LED indicators on a MT09.

The MT09 is a bit of a jack of all trades kind of bike. Yes you can cruise on it all day. Yes you can rip on it through the backroads. Yes you can take it to the track and be somewhat competitive against 600cc screamers.

It does everything quite well, but it is also the master of none. If you wanted a dedicated naked bike track weapon, you wouldn’t choose this, nor if you wanted a long-distance cross country tourer.

If you want something that is light, nimble, fairly powerful, cheap to run, and unlikely to leave you stranded, then this is for you. If you could only choose one bike to do everything, the MT09 could be on your list.

Since the fourth generation MT09 launched in 2024, my guess would be to expect the fifth gen MT09 is 2027 or 2028, likely when Euro 6 emissions are brought into effect for motorcycles.

Honestly, yes. If you’ve had experience on more powerful LAMS bikes, like the MT07, R7, CBR650R, etc. then this is a good step up in power. It makes for a good motorcycle to learn how to handle the power of a big bike.

For perspective, before my MT09 I had a non-LAMS SV650, and after the MT09 I had a KTM Super Duke R. The MT09 was a great learning bike before jumping on a hypernaked.