Rennie Scaysbrook | September 25, 2024
A few months ago, I spent some time on the newly revamped Yamaha MT-09, a bike that’s been around for a solid decade. Wow, saying that makes me feel old! I was so taken by it that I requested a long-term MT-09 loaner from Yamaha as the new Scaysbrook household bike. In hindsight, though, I might have acted a bit hastily—I probably should have waited for the SP version instead.
Load up that front end and hustle on, boy! The new KYB front-end on the SP is a definite improvement over the base model.
Photography by Dave Schelske
Now, it’s not that the SP version is drastically better than the standard model, but it has those extra touches that make it feel a bit more special. For 2024, the MT-09 SP retains the key features of the base model—such as the 117 horsepower, 890cc inline three-cylinder engine and cast aluminum frame. The real differences lie in the details: upgraded suspension with gold KYB forks and Ohlins shock, Brembo Stylema brakes, and some refined electronics that shine when pushing the bike hard, especially on track.
Yamaha has a long history with the SP designation stretching back 30 to 40 years with their 750cc models. The “Sport Production” tag gave enthusiasts a reason to spend a bit more for some added performance hardware. The R1 moved away from the SP designation years ago, favoring the R1/R1M terminology that started in 2015, with the last SP variant being the standout 2006 model. Today, SP lives on in the naked bike segment with models like the MT-09 and MT-10.
Pretty, right? The new brushed aluminum swingarm is a nice touch on the SP.
Let’s address the elephant in the room—yes, there’s a price difference. The base MT-09 will set you back $10,599, while the SP version commands $12,299, a $1700 premium. At first glance, this might seem like a steep increase for what is fundamentally the same bike but hear me out.
One of the standout features of the SP model is its electronics package, which includes a two-stage engine brake control (EBC) and a four-stage Track setting. The Track mode is essentially an extension of the two existing Custom modes in the ECU that come on the base MT-09, which allow for tweaking various settings like four-level power maps, three level traction control, slide control, wheelie control, two-level quickshifter sensitivity, and two-level brake control. What sets the SP apart is its ability to adjust the engine braking, which is especially useful on the racetrack.
Think of it like this: the SP offers six Custom modes instead of two. Realistically, no one needs six Custom modes unless you’re riding every possible type of terrain, road surface, weather condition imaginable. If that’s you, congratulations.
Rennie does his best not to aim the SP directly at the photographer’s private parts.
Most riders will likely dial down the electronic aids to their minimum settings on the MT-09 SP. Reducing power modes too much dumbs down the bike’s character, and the MT-09 SP’s extroverted nature deserves to be fully unleashed!
Yamaha’s 890cc CP3 engine is among the most fun and lively engines available today, though it does suffer from a bastard of a flat spot between 4000 and 6000 rpm, likely due to emissions regulations.
This flat spot can be wholly frustrating, interrupting what is otherwise a terrific power delivery with a top-end that belies its sub-1000cc nature. If you’re considering an MT-09 or MT-09 SP, it’s worth taking it to a skilled tuner, fitting a performance exhaust, and adjusting the fueling. This will unlock the bike’s potential, and if you do, we’d love to hear your before-and-after experiences—so drop Cycle News a line!
Like the base model, the SP is equipped with one of the best quickshifters in the game. The Yamaha unit is a bit different to regular quickshifters in that it allows for seamless up and downshifts but also lets you downshift with the throttle open and upshifts with the throttle closed.
Gold forks always look good, don’t they?
This makes the MT-09/SP’s clutch almost unnecessary, needed only for taking off and coming to a stop. With innovations like this, we might soon see the end of traditional gear systems (hint: we are, just ask Honda).
One of the joys of the quickshifter is the satisfying “bang” from unburnt fuel igniting in the exhaust during shifts when the ignition is momentarily cut. It’s a visceral experience that electric vehicle drivers/riders will never know—do this in a tunnel to get the full audio effect.
However, the MT-09 SP’s suspension is where the bike sets itself apart. The SP’s gold-colored KYB forks feature high- and low-speed compression damping, and the Ohlins rear shock features a remote preload adjuster. The steering geometry is the same as the base model, but the modified linkage ratio places more weight on the front to aid stability and the rate of turn.
Yamaha didn’t stiffen the SP’s forks by increasing spring rates, sticking with the same 15Nm (7.5Nm each side) rate as the base bike. Instead, they tweaked the valving to provide a firmer, more controlled ride. The Ohlins rear shock has a slightly heavier spring, moving from 95Nm to 100Nm, and the remote preload adjuster makes tuning it a breeze.
North Carolina can be so pretty in the afternoon.
These changes might not be groundbreaking, but they ratchet up the bike’s overall feel and performance, making it more comfortable and composed on various road conditions.
Brembo Stylema four-piston calipers now stop the SP. They work brilliantly and make me wonder with sheer amazement and anger why they’re not fitted to the R1 or R1M, a bike that suffers from drastic brake fade after only a couple of laps of any given circuit.
The base MT-09’s brakes are pretty good. Certainly, I’ve not got much to whine about when just riding on the street, but the Stylemas are a class above and complete the Brembo package by mating to the Brembo master cylinder that’s new for 2024. They do, however, clamp down on the same dual 298mm discs as the base MT-09.
Visually, the SP sets itself apart with a unique Liquid Metal/Raven color scheme and a brushed aluminum swingarm. These touches give it a more premium look compared to the base model. The SP also features a keyless ignition and key fob—a feature I’ve had mixed feelings about due to past reliability issues. While I hope Yamaha has ironed out any kinks, once you’ve been stranded by a malfunctioning keyless system, you tend to be cautious.
It’s not that the SP is that much better than the base model, but it’s better in the places that matter.
The SP’s TFT dash integrates with the Yamaha Garmin app for navigation, which works surprisingly well. Having used the base model for a while, I’ve explored this system, and though it doesn’t use Google Maps, it’s fairly intuitive once you get the hang of it. The Bluetooth connectivity between the phone, dash, and helmet headset, which used to be a major frustration, seems to be improving and becoming more user-friendly.
For an extra $1700, choosing the SP over the base MT-09 should be a pretty easy decision. The numerous improvements—some major, some minor—add up to more than the sum of their parts, justifying the additional cost.
Plus, the SP’s blue, silver, and black paint job is a real eye-catcher. With the MT-09 platform now thoroughly updated, it’s unlikely we’ll see major changes for a few years. It will be interesting to see how these bikes hold their value over time. Whether you decide to buy now, next year, or later, there’s no denying that the MT-09 SP is a fantastic machine that will be at the pointy end of the performance arrow for a number of years to come.CN
VIDEO | 2024 Yamaha MT-09 SP First Ride
2024 Yamaha MT-09 SP Specifications
| MSRP |
$12,299 |
| Engine |
Inline three-cylinder, 4-stroke, 240° firing order |
| Displacement |
890cc |
| Valvetrain |
DOHC, 12-valve |
| Bore x stroke |
78 x 62.1mm |
| Compression ratio |
11.5:1 |
| Cooling system |
Liquid |
| Max power |
117 hp at 10,000 rpm |
| Max Torque |
68 lb-ft at 7000 rpm |
| Fuel system |
EFI, YCC-T with ride-by-wire system |
| Exhaust |
3-2-1 |
| Transmission |
6-speed |
| Chassis |
Cast aluminum twin-spar |
| Front suspension |
41 mm KYB fork, fully adjustable |
| Rear suspension |
Ohlins shock, fully-adjustable |
| Front-wheel travel |
5.1 in. |
| Rear-wheel travel |
4.6 in. |
| Front brake |
Dual 4-piston Brembo Stylema monobloc calipers, 298mm discs, ABS |
| Rear brake |
Single-piston caliper, 245mm disc, ABS |
| Front tire |
120/70 ZR17 Bridgestone Battlax Hypersport S23 |
| Rear tire |
180/55 ZR17 Bridgestone Battlax Hypersport S23 |
| Rake: |
24.7° |
| Trail: |
4.3 in. |
| Wheelbase: |
56.3 in. |
| Seat height: |
32.5 in. |
| Fuel capacity: |
3.7 gal. |
| Weight (Wet, claimed) |
426 lbs. |
