One of the biggest problems with having been around too long is witnessing change. That is not to say that I am averse to change. It is just that some changes are harder to deal with than others. One change that I have had a hard time dealing with is the state of the performance bike market. Before I tell you the whole thing, let me just tell you that I rode the Yamaha R9 in Australia. It is a fantastic motorcycle, and this piece is going to be a proper enough review. Along with that, I just wanted to discuss what I alluded to earlier… change. 

As most of you might know, the R1 is going away. It is off the shelves in some places, and others will follow suit soon. So the flagship of the legendary Iwata marquee that has been Valentino Rossi’s saddle for years… will be the R9. That is a tough pill to swallow. That is one change that is going to sting me, and many others like me, more than just a little bit. 

The R1 has a legacy, a storied history, and I have had the pleasure of being intertwined with it as well. It was the motorcycle that was on most young boys’ posters. It was a dream for many, and a few realised it too. I rode the R1 around India, and it was simply mindblowing. To be honest, it is irreplaceable. That crossplane inline-4 is irreplaceable. A proper litre-class Yamaha superbike is… irreplaceable. 

As irreplaceable as it may be, I do not run Yamaha. The bean counters there have realised that the R1 is not only irreplaceable, but it is soon going to be irrelevant. It might feel like I am jumping the gun, but in all likelihood, I am not. 

Simply because if that wasn’t the case, we would not have the R9 waiting in the wings to be Yamaha’s next flagship. MotoGP in 2027 will feature 850cc engines… more ominously, though, the new generation simply isn’t interested in these old-school screamers. 

Do you see the sense there? The R9 may not please purists and enthusiasts, and the fact that it is replacing the R1 may miff them further… but it does not change the fact that it makes a lot of business sense. Up to this point, you might feel like I am one of those people as well. 

I do not hate the R9. In fact, I enjoyed it a little too much for my own ‘old-school’ good. I just wish it existed alongside the R1… not in its place. Anyway, I will get back to this with more than my own thoughts, but before that, let us talk about the Yamaha R9. 

Starting with the design, I rode the new R3 not too long ago in Australia. It looked pretty good, and it was a good indicator of Yamaha’s design inclinations moving forward. This one has integrated winglets as well. You can judge for yourself from the photos, but I liked it alright. It looks sharp, and the stance screams ‘Race Me’ right from the get-go. 

Ever since our first ride around India on a Fireblade back in 2006, we have trusted Castrol to take care of our motorcycles regardless of whether we ride a few kilometres or a few thousand. Our current fleet is also exclusively powered by Castrol POWER1 ULTIMATE.

It is quite a bit narrow and compact, though. That, too, is no surprise since the engine is smaller. The ergonomics are also proper R. Overall, it has enough of the R DNA to make it somewhat worthy of being an R1 successor. I bit my tongue saying that, and I wasn’t even saying it out loud… just in my mind… for this piece. 

Onwards to an even better bit- the engine: 890cc, crossplane, inline-3, good for around 117 bhp of power and 93 Nm of torque. I am not entirely unfamiliar with this engine. I rode the MT-09 (the AT version) not too long ago, and it was powered by the same engine. 

More importantly, peak power arrives at 10,000 rpm and peak torque at just 7,000 rpm. Compare that to the R1’s numbers and you see what ‘they’ mean by more usable motorcycles. And… it is true as well. 

Before I talk about the riding experience, let’s get some more features out of the way. The R9 has a wet weight of 195 kilos. It supposedly has the lightest aluminium deltabox frame ever on a Yamaha supersport. It has Brembo Stylema callipers, impressive. It has the latest generation fully-adjustable KYB suspension with a unique damping wizardry for better road manners. It has riding modes, power modes, launch control and lift control along with a 6-axis IMU that enables lean-sensitive rider aids such as traction control, slide control, and brake control. 

Onwards to the actual riding experience. It feels a lot like the MT-09… an MT-09 with a fire under it. It is quicker, more eager, faster, sharper, twitchier, and a lot more on the edge than the MT-09. Then again, it is all to be expected from a supersport. It is more engaging as well, but then again, my reference for the MT-09 is from the automatic transmission version. 

Even in the strenuous environment of a racetrack, the Castrol POWER1 ULTIMATE, formulated with years of expertise in motorsports, ensures that your engine responds as eagerly on the 20th lap as it did on the first… all thanks to its Full-Synthetic 5-in-1 Formula.

For the road ride, I went to Wisemans Ferry in New South Wales. Interesting trivia- this place was called something else before the arrival of Solomon Wiseman, a former convict. He got a land grant from the government and established a ferry service on the Hawkesbury River. So people can change, eh? 

Anyway, this ferry ride is about 5 minutes, and the place is beautiful. It also offers a mix of sweeping and tight turns along with some urban traffic. In simple terms, I got a very good feel for the R9. It is a mighty torque-y motorcycle and, predictably, easier to ride on open roads. The handling is very intuitive. It is sedate enough to be planted through longer corners and sharp enough for quick changes in direction. 

The KYB wizardry also works well, and so, despite being a supersport, the R9 is a very usable motorcycle on the road. It is not nearly as harsh as a litre-class motorcycle might have been. In fact, in the hands of a seasoned rider, it might more than keep up with the said litre-class motorcycle. I bit my tongue again. 

The electronics also work well, but in the background. For the most part, you feel responsible for all your heroics, which is a good thing. It means that the electronics are not too intrusive but are en garde to keep you safe. 

One of the most exciting bits of my Yamaha R9 review was the part where I rode it on the racetrack. It was a pivotal part of the experience that helped me form and finalise my opinions of the R9 being Iwata’s new flagship, or the possibility of it being so. And the reason why I was able to experience the R9 at the racetrack without a hitch is Sydney Motorsport Park Ride Days.
I had a great time at SMSP Ride Days, and thanks to the valuable insights from their coaches, I was able to progressively push the R9 further safely. The venue is around 45 minutes away from Sydney, the largest city in Australia. The technical circuit was also a boon as it would not only test the skill of the rider, but it would also allow one to unearth shortcomings of a motorcycle.
SMSP Ride Days are run under contract with Sydney Motorsport Park management (the Australian Racing Drivers Club – ARDC) and are powered by non-competition industry leaders Motorcycling Events Group Australia Pty Ltd, or MEGA, as it is more commonly known.
MEGA began running training and track events in October of 1994, under the guidance and direction of founder Steve Brouggy. Steve’s background includes being a successful road racer in Australia (with Australian Championship victories and podiums on 125GP bikes in the 1980s) and later becoming the first international provider of Keith Code’s famed California Superbike School.
Over the years, Steve has attracted a loyal and enthusiastic team of people who now run 70+ Ride Days per year, amassing an incredible record of more than 300,000 riders attending these events over the past three decades. They also have a very convenient system in place where you get access to wonderful coaches for all skill levels and even a Bike/Gear Hire, where you can get a motorcycle and riding gear from them for the track day.
For more information about SMSP Ride Days and their upcoming track days, log on to www.smsprd.com

Anyway, the R9 is a supersport, so it is a no-brainer that I rode on the track as well. That is where the reasons for my discomfort with change were cemented. Despite it being a cold day, despite the track not being a world-class circuit, despite not being a championship-level rider… I could just feel that this ain’t no R1. The lack of power is palpable, and even more so, the pedigree of a proper litre-class racebike was missing. 

Even if I liked the ease with which I could push it, and even if I might even be faster on the R9 than an R1… it still would go with the R1 if given the choice. Call me old-school or someone stuck in the past, the R9, even in all its usable greatness, doesn’t hold a candle in front of the experience of a screaming redlined R1! 

Whether you are planning long days in the saddle or a spirited jaunt, Castrol POWER1 ULTIMATE keeps your motorcycle’s engine cool and makes sure that the ultimate acceleration it provides endures!

Did I exploit the R9 fully… not by a long shot. And that is why I am going to say that the R9 is a fantastic motorcycle and more than enough for most. If it comes to India, around 13-14 lakh rupees, it is going to be a banger. It looks good, it goes well, and it is more approachable than ever. But poised to replace the R6s and the R1s… I don’t know… It all comes down to what you want, something you can ride more and admire less or something you (and every single onlooker) admire more and probably… ride less.