I very clearly remember the first time I rode the MT-09 back when it launched at The Farm. I pulled back into the pits, laughing at how much fun the bike was, and thought to myself, “This engine belongs in a proper sportsbike.” Its punchy torque, linear pull, and that characteristic crossplane triple sound felt like it was just begging for clip-ons and fairings. Yamaha teased us for years…

Yamaha gave us the MT-09SP with its high-spec suspension and electronics, a wicked nakedbike. Then the XSR900 and XSR900GP with retro styling, and while they were brilliant street bikes, they never quite scratched that supersport itch for me. But now, with the R9, Yamaha has finally delivered on what so many riders, including myself, have wanted – a fully fledged YZF-R sportsbike powered by that magnificent CP3 engine, but friendly for the road.

A friendly YZF-R6, (which is still available as the YZF-R6 RACE for $20,249 ready for the track, on slicks), the R9 joins Yamaha’s huge YZF street legal sports lineup of the YZF-R15M, YZF-R3, YZF-R1, YZF-R1M, YZF-R7LA and YZF-R7HO (click on any of those to read our test on that bike) … But the R9 is the first sports triple. Bring it on, baby! We headed to SMSP for the Aussie launch, the day was run for Yamaha Motor Australia by MotoSchool, and they were fantastic, highly recommended…

THE RIDE
The first thing that struck me as I rolled out onto the track was just how different the R9 felt compared to the MT-09 or XSR900GP. This isn’t just an MT-09 with fairings bolted on. The R9 feels like its own model entirely, with a purpose and attitude far removed from its naked sibling. The chassis tuning, geometry changes, electronics calibration, and ergonomics come together to make it feel like a genuine supersport machine, not quite razor sharp and stiff, but very good on track and easier to ride…

Where the XSR900 GP is a retro street sportsbike with a fairing slapped on for styling cred, the R9 is a thoroughbred track-day ready contender. It’s a proper step up from the R7 and fills the void left by the legendary R6, offering something different – more midrange punch, easier rideability, and real-world versatility while still retaining that racetrack soul, and after testing it, I reckon it would be easy to set it up as a serious track bike, given that some small suspension changes really moved it forward that way.

At 187cm tall, I usually fold up awkwardly on supersport bikes, but the R9’s ergonomics surprised me. The footpegs in their lowest position offered plenty of room, and the ‘bars are slightly higher and flatter than a traditional supersport, giving it a neutral yet committed stance. Everything just fits. The seat is comfortable, the tank sculpted perfectly for knee grip, and the overall riding position felt more relaxed than an R6 yet still aggressive enough for serious track work. The bike should fit a broad range of shapes, there is plenty of room there to move around, and it definitely has that YZF familiarity.

I managed a solid 40 laps spread over four sessions, and despite a few injury limitations on my part these days – too many busted wrists over the years and too many hamburgers lately – I settled into a consistent 1:03 lap pace, with my quickest lap a flat 1:02. That’s about a second off my usual testing pace here, but considering I was nursing my wrists and dealing with occasional whiskey throttle moments, the R9’s forgiving nature really let me get away with it. I’ll pop a video on YouTube soon.

I found myself grinning inside my helmet lap after lap. The best way I can describe it is that it felt like riding a bigger R3, with grunt. That same nimble, flickable feel, but with the torque-rich triple engine launching you out of corners with authority. Unlike the old R6 engine, which is a true race motor so needs to be kept screaming at high revs to stay in the performance window, the R9 pulls cleanly from lower in the rev range thanks to its broad, linear power delivery. You can short shift it, ride it lazily, or wind it out and attack – it’s flexible and confidence inspiring, but it does reach that limiter early.

Underneath lies the proven 890cc CP3 engine, essentially the MT-09’s unit but retuned via mapping and ignition changes to suit the R9’s sporting intentions. Internally it remains unchanged, but the difference in feel is noticeable. It’s snappier, livelier, and more exhilarating than the current MT-09, almost reminiscent of the raw, aggressive original MT-09 from a decade ago.

The torque is broad, pulling cleanly from second, third, or fourth gear exits. On Sydney South’s shorter straight, the gearing felt ideal. Top speed? Hard to say without a proper long straight, but with gearing 15 per cent taller than the MT-09, I’d guess around 240km/h. On track, you do hit the rev limiter fairly quickly, but it’s not an issue once you get a feel for the engine.

It’s an engine with character, a triple that spins up with urgency yet remains composed and easy to modulate. The traction control was working hard out of a few corners, but that is because I was just holding it wide open and relying on the TC. Feeding the power in progressively revealed a very nice tractable delivery and good rear tyre control.

The chassis is an aluminium Deltabox frame paired with fully adjustable KYB suspension front and rear. The front runs USD 43mm forks, while the rear is a KYB monoshock with remote preload adjustment, handy for quick changes trackside. Out of the crate, the suspension is on the softer side, making it less tiring to ride compared to a rock-hard supersport machine. The negative is it does get a bit loose when up near the limit, and as grip and speed increases, so too will the need to stiffen up the suspension at both ends, but you would need to be pretty serious, as it is, it will do for track days and club level racing I reckon…

We only went up a little in preload front and rear to suit my 100kg with gear, and that small change made the bike livelier and more responsive. The R9 carries more frame flex than an R6, which makes it forgiving and comfortable, yet retains enough stiffness to attack turns with confidence. Despite chilly track temperatures limiting front-end feel early on, it was communicative enough to push hard. In warmer conditions with hot sticky rubber and dialled suspension, it will reveal its full potential.

Speaking of electronics, Yamaha has kitted the R9 out with a trickle-down of the first-gen R1M package…

On upshifts at full throttle, there were a few times the front got wild, near tank-slapping, so I would be fitting a high-quality steering damper if I owned an R9. The Bridgestone Battlax RS11 tyres warmed up well despite cool conditions and offered confidence on corner entry, edge grip and drive out, these are awesome tyres and I’ve raced on them in the past. The SpinForged wheels keep unsprung weight down, look great and come straight from the YZF-R6 RACE.

Braking is handled by Brembo Stylema calipers up front with a Brembo radial master-cylinder. Braking performance is decent, but not as jaw-dropping as some Stylema setups I’ve used. The initial bite requires a firmer squeeze, and there’s a hint of ABS valving sponginess, but the six-axis IMU-based ABS system never intruded harshly. We ran with rear ABS switched off, which I’d recommend for track use, but front ABS intervention was minimal. I also noticed the clutch take-up was abrupt and right at the end of the lever travel, making pit exits a little tricky, but on track it didn’t matter thanks to the flawless up and down quick-shifter.

Speaking of electronics, Yamaha has kitted the R9 out with a trickle-down of the first-gen R1M package from a decade ago. It has a six-axis IMU enabling 9 level traction control (TCS), 3 level slide control (SCS), 3 level lift control (LSS), brake control (BC), engine brake management (EBM) plus cruise control, variable speed limiter, and multiple ride modes – Sport, Street, Rain, and two Custom plus four Track modes. It has it all, and a new style switchblock pair to help navigate it, and the Y-Connect app.

I tried a mix today, see the settings in the dash photos above. In full attack mode, it’s lively and urgent without being intimidating, but I preferred Power 2 rather than 1, as the throttle was nicer on initial opening, allowing me to keep the bike more balanced and retain rear grip off turns… One awesome feature is the Y-TRAC race setting complemented by a virtual pitboard feature that displays instructions and information from pit crew to rider in real time! You can also drop a pin on a GPS location on the track you are on, and the dash will do your lap times and display it on the dash each lap!

“The 2025 YZF-R9 is a friendly R6 with a broader power curve, stronger midrange, and easier ergonomics for real-world riding”…

The TFT dash is clear and intuitive, with four street themes and one track layout. Switchgear is typical Yamaha – functional and logical – although I struggled to change ride modes on the move, even with throttle shut. I’ll dig deeper when we test it on the road next month. The triple-clamp looks straight off the R1, with neat M1 MotoGP-style grooves, and there’s a GYTR race triple available for trackday warriors.

The R9 looks like a bigger R7 or smaller R1, slotting perfectly into the YZF-R family. The fairings are sharp and aggressive, the LED headlight compact and menacing. It looks every bit the middleweight supersport weapon Yamaha needed to fill the void left by the discontinued (road anyway) R6.

CONCLUSION
Overall, the 2025 YZF-R9 is a friendly R6 with a broader power curve, stronger midrange, and easier ergonomics for real-world riding. On track, it’s fast, confidence inspiring, and fun. On the road, it promises to be practical enough for commuting yet thrilling on your favourite twisties, we will find out soon. At $23,199 ride away, it’s not cheap, three grand more than the R6 (but ten grand less than an R1), but you’re getting a bike with true supersport handling, a punchy triple engine, and electronics that rival litre bikes from just a few years ago. For track days, weekend scratching, and even daily duties, it’s a winner. We’ll have a full road test coming in August after our street ride in July…

2025 Yamaha YZF-R9 Specifications

yamaha-motor.com.au

Price: $23,199 R/A
Warranty: Three-years unlimited km
Colours: Team Yamaha Blue, Matt Black, Intensity White/Redline
Claimed Power: 87.5kW@10,000rpm
Claimed Torque: 93Nm@7000rpm
Wet Weight: 195kg
Fuel capacity: 14L
Fuel Consumption (Claimed): N/A
Fuel Consumption (Tested): N/A
Range (Claimed): N/A

Engine: Liquid-cooled, four-stroke, DOHC, Crossplane triple, 78.0mm x 62.1mm bore x stroke, 890cc, 11.5:1 compression, three-into-one exhaust Gearbox: Six speed Clutch: Assist & Slipper Clutch with Quick Shift System (up & down), EFI, three-into-one exhaust.

Chassis: Aluminium Deltabox frame
Rake: 24.7° Trail: 109.2mm
Front Suspension: USD 43mm KYB forks, fully adjustable, 120mm travel, KYB monoshock, fully adjustable with low-speed valve, 117mm travel.
Brakes: Twin 320mm discs with Brembo Stylema four-piston radial calipers, Brembo radial master-cylinder, stainless braided lines, cornering ABS (f), Single 220mm disc with single-piston caliper, ABS (r), rear ABS disconnect for track
Wheels & Tyres: 10-spoke cast alloy wheels, Bridgestone RS11 120/70 – 17 (f), 180/55 – 17 (r) tyres

Dimensions:
Wheelbase: 1420mm
Seat height: 831mm
Ground clearance: 140mm
Overall width: 706mm
Overall length: 2070mm
Overall height: 1181mm

Instruments & Electronics: 5in full-colour TFT dash with four street and one track theme, Y-Connect app compatibility, Garmin StreetCross Nav support, 6-Axis IMU, Traction Control (TCS), Slide Control (SCS), Lift Control (LIF), Brake Control (BCS), Engine Brake Management (EBM), Back Slip Regulator (BSR), Launch Control, Cruise Control, Quick Shifter, Ride Modes (Sport, Street, Rain, Custom x 2), Virtual Pitboard, Variable Speed Limiter, Immobiliser, LED lighting.

The post Track Test | 2025 Yamaha YZF-R9 Review appeared first on Racing, Riding, Motorcycle Reviews, Race bikes, Tech Tips, Rider Training....

With a short one hour flight from Melbourne to Canberra, I arrived at the Vibe Hotel in time for the 2025 Yamaha WR250F presentation. That is where I got to lay eyes on the brand new WR250F for the first time. After the presentation we had a bite to eat while discussing some of the features of the WR with the team, before heading to bed. After testing the latest YZ250F, I was keen to try the WR.

The following day was a nice early start as we had a good couple hours drive up to Lyndon Heffernan’s Academy of Off Road Riding property at Bateman’s Bay to put the WR250F through its paces. Arriving at Heffo’s property, we were met with a fleet of 13 brand new 2025 yamaha WR205F’s just waiting for us to throw our legs over and have some fun.

Tech Highlights

Starting off with the updates to the chassis, the new bilateral beam chassis is identical to that of the YZ250F but with new enduro tuned engine mounts, making the WR250F more agile and able handle the different terrains you would find on any enduro course with ease. New aluminium footpeg brackets not only save weight but are also 10mm lower, creating a lower centre of gravity to optimise handling and open up the rider position.

The WR250F comes with a slimmer body thanks to its new slim 7.4 litre fuel tank and its slim radiator shrouds, which offer a comfier rider position and allow more for movement towards the front of the bike, making the WR250F easier to throw around in those tight and twisty sections out in the bush. The new seat is flatter with rounded edges, which increases the degree of freedom for the rider, allowing better movement and comfort during the ride.

The rear guard is redesigned stronger and with a hand held section giving you the perfect spot to pick the rear of the WR250F up if you’re in a sticky situation on a trail.

Fitted with revised 48mm KYB front suspension with 300mm of travel the forks are identical to the YZ250F suspension but tuned for enduro. There is also with a tool-free compression damping adjustment knob on the top of the fork for quick and easy adjustment to suit any terrain.

A revised KYB shock pairs with the front-end of the WR250F for precise control over the varied terrains that you will encounter. This also assists in increasing the traction on the front and rear for a more planted feel and to optimise handling. The 2025 WR250F also has a new lightweight rear wheel with a three-spoke lacing pattern and longer spokes for more flex, with a blue anodized 18 inch Excel rim laced to a 262G lighter reduced width hub.

The upgraded Power Tuner app now comes with a user-friendly interface, with intuitive tuning using a scroll bar to adjust between smooth and aggressive options. Traction control now has three levels of adjustment, there’s also a built in lap timer function and suspension and power tuning set-up advice.

The new multifunction mode switch comes with integrated engine stop and mode selection switch, making it easy to switch between two customisable power modes whilst out on your ride. The second power mode when the blue light controls traction control, making it easier to switch between modes with or without traction control during a ride.

The engine definitely wasn’t left untouched. Revised with a new reduced friction camchain paired with new camshaft sprockets, new camchain guide and new camchain guide stopper all helping to reduce the load and prolong the life of the engine.

The airbox and filter system has been modified allowing more airflow with air coming in from different directions. A curved filter element and optimised case increasing the volume of air flow by 30 per cent. Inside the airbox under the filter, the WR250F has a new funnel shaped design to create a smooth and longer air draw to increase torque.

The WR250F comes with a model specific ECU with optimised fuel and ignition settings. The ECU maps are similar to the YZ250F yet made to suit enduro competition riding and various terrains. Other components changed for light weight include the sub-frame, lightweight throttle cable, a new compact bar pad and a new shorter muffler.

The ride

After being told the WR250F offers more power while being lighter and with a lower centre of gravity, creating a more agile bike, I was eager to put the WR250F through its paces. And as soon as I sat on the WR250F it was clear how slim it is compared to previous models. Heffo’s property was the perfect place to test out the WR250F, with a motocross track, a linked enduro loop, and a flat track all surrounded by an uncountable amount of enduro trails leading in every direction!

After starting the WR250F my first thought was that it is much quieter than anticipated due to its new shorter muffler. At first this put a doubt in my mind, to which I am glad the WR250F changed very quickly. As I twisted the throttle I realised that a quieter exhaust doesn’t mean a less powerful bike.

The 270mm front brake disc and 240mm rear disc are paired with Nissin calipers, providing a strong and even braking power that is easy to control…

After a couple laps warming up on the flat track to familiarise myself with the WR250F it was time to open up the throttle and see what the 2025 WR250F has to offer. I was not disappointed, with plenty of torque and smooth linear power deliverance paired with the new slim body, made attacking the flat track feel as if I was on a motocross bike, the WR handling the soft loamy corners with ease and putting the power to the ground effortlessly on the straights.

The 270mm front brake disc and 240mm rear disc are paired with Nissin calipers, providing a strong and even braking power that is easy to control whether you need to come to a quick stop or to wash off a little bit of speed before entering a corner.

After a few laps on the flat track we headed to a small river crossing, where I really noticed the lower centre of gravity. This made the WR250F easy to control through the rough and rocky uneven terrains.

The WR250F comes with a cable operated clutch. Going through the rocky terrains I noticed the clutch engagement point felt a little off for my riding style, to which the cable made it easy to simply adjust on the fly to change the feel and suit my riding style with ease.

Although there is a larger preference of the hydraulic clutch over a cable, the WR250F’s cable clutch definitely holds its own feeling very light and smooth throughout the entire ride. The smooth and light clutch paired with easy to operate shift cam and six-speed gearbox made changing gears a breeze.

I was able to really put the clutch and gearbox to the test on Heffo’s property on the many hills of various terrains we tackled throughout the day. The 2025 WR250F has plenty of torque and down low power allowing you to ride in a taller gear even uphill under load with minimal clutch slips. Being a 450 rider myself I was very impressed as normally on a 250 I find myself jumping through the gears.

Being a 450 rider myself I was very impressed as normally on a 250 I find myself jumping through the gears…

The KYB front and rear suspension worked hand in hand with the chassis and engine of the WR250F allowing me to tackle anything thrown at me throughout the day. With the easy to adjust compression damper on the forks I was able to tune the forks to suit the terrain in front of me. This also came in handy on our long trail ride at the end of the day. As I started to get a little fatigued, I simply turned down the compression by a couple of clicks making the forks a little softer and less intense to provide a smoother ride.

Unfortunately I didn’t change any of the maps using the Power Tuner app but I did swap through the two standard maps that come stock on the WR250F. The maps that are equipped suited the terrains perfectly. Giving you the option to switch between traction control on with map two and traction control off with map one. I had fun trying out both in the wet and dry sections on the property, finding I was able to tackle any terrain without hesitation.

After having lunch we set out on a trail ride for a couple of hours, during which we tackled many different terrains consisting of rock beds, river crossings, long and tall hills and some single trail twisty sections. The 2025 WR250F tackled all of these obstacles with ease.

Overall, I enjoyed riding the 2025 Yamaha WR250F. With handling that felt like I was riding a motocross bike on a single trail enduro track. I did feel that the 2025 WR250F inspires confidence in its rider with its linear power delivery and wide range six-speed gearbox making it easy to tackle any obstacle in front of you.

Whether you’re a beginner or an advanced rider the WR250F will put a smile on your face with its user-friendly Power Tuner app, you can easily change the map settings to suit you and push your limits. The comfortable riding position, new slim feeling, lower centre of gravity, plus KYB front and rear suspension make riding effortless and will leave you with a smile on your face.

Read our in-depth tech look and see the video of the new WR250F here…

2025 Yamaha WR250F Specifications 

Yamaha-Motor.com.au

Price: $16,799 Ride Away
Warranty: N/A
Colours: Team Yamaha Blue
Claimed Power: N/A
Claimed Torque: N/A
Wet Weight: 113kg
Fuel capacity: 7.4L
Fuel Consumption Claimed: N/A
Fuel Consumption (measured): N/A

Engine: Liquid-cooled four-stroke, DOHC, four-valve, 77 x 53.6mm bore x stroke, 250cc, 13.8:1 compression, wet sump, EFI, electric start, TCI ignition, five-speed gearbox, cable clutch actuation

Chassis: Frame: Bilateral alloy beam frame.
Rake: N/A Trail: N/A
Suspension: Fully adjustable inverted KYB fork, 300mm travel (f) Fully adjustable KYB shock, 306mm travel. Aluminum swingarm (r).
Brakes: 270mm disc, Nissin two-piston caliper (f), 240mm disc, Nissin single piston caliper (r), Nissin master-cylinders.
Tyres: 90/90 – 21in Dunlop 54R EN91F (f), 140/80 – 18in Dunlop 70R EN91 (r).

Dimensions:
Seat height: 955mm
Ground clearance: 330mm
Overall width: 825mm
Overall Length: 2170mm
Overall height: 1265mm
Wheelbase: 1470mm

Instruments & Electronics: Digital ODO/Speedo instruments, Engine Mapping, Traction Control, Launch Control, Lap timer via Yamaha Power Tuner app.

Editor’s Note: If you are reading this article on any website other than BikeReview.com.au, please report it to BikeReview via our contact page, as it has been stolen or re-published without authority.

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