Yamaha MT-09 SP (2024) - Review

We have to feel a bit sorry for Yamaha’s MT-09 SP because, of all new bikes, it’s probably the least surprising. We know what we’re going to get. Fortunately, what we know we’re gonna get is likely very good.

But if there’s a new MT-09 – and there is, you can watch the launch video and read the review – then sure as night follows day, there’ll be an SP version with upgraded suspension and brakes. It’s been like that since the 2018 MT-09 SP followed the launch of the second-gen MT-09 the year before. The 2021 MT-09 update – moving from 847cc to an 890cc motor and overhauling frame, suspension, styling and electronics – produced an SP version in the same year. And thus, the 2024 revision to the standard bike – same engine, revised riding position and styling – has produced an SP version alongside it. Yamaha say that over the last few years, the SP version has sold at around a 30/70 split with the MT-09.

So what is an SP? Again, no surprises – it’s the stock MT-09 with uprated suspension, brakes and cosmetics – plus a couple of other treats thrown in. Spoiler alert – the SP also gets keyless ignition, an extra four track-based riding modes (for storing different electronics settings for different circuits), an extra lap timer-style dash display and the ability to switch off the rear ABS. What it isn’t is a different engine, transmission, frame and swingarm, steering geometry or riding position of the base model.

And, unlike the base model, the SP – it’s ‘Sports Production’, a hangover from sportsbikes of old when a proddy racing version of a base bike would appear with uprated components, usually suspension and bodywork (and not to be confused with race homologation models, which were usually mechanically different as well) – anyway, unlike the base MT-09, the SP doesn’t get a posh foreign launch. Instead we get to ride the bike in Rutland, on a – you guessed it – damp day in July.

2024 Yamaha MT-09 SP review

Yamaha’s 2024 MT-09 SP gets a familiar suspension and braking upgrades from the stock MT-09. Simon Hargreaves gives it a ride.

2024 Yamaha MT-09 SP Price

The 2024 MT-09 is £11,806 on the road. That’s a £500 increase on last year’s MT-09 SP which, when you consider the new dash, new switchgear, extra electronics, revised riding position and new styling over the 2023 model, is astonishingly good value.
But it’s still £11,806, and that’s £1700 more than the £10,106 base MT-09. However, on Yamaha’s typical PCP finance deal, that works out at only £22 per month more than the base bike, for around £500 more deposit.

The SP is in dealers now, and comes in only one colour: the R1-style Icon Performance (basically black, a dark metalflake silver, with blue wheels and tank pinstriping).

 Yamaha MT-09 SP PCP details

4000 miles per year, 9.9% APR

2024 Yamaha MT-09 SP Engine & Performance

The SP’s motor is identical to the 2024 MT-09, which means the EU5+ compliant CP3 890cc 120° three-cylinder engine is mechanically unchanged for 2024 with identical performance figures: 117.3hp (119PS, 87.5kW) at 10,000rpm and 68.6 lb-ft of torque (93Nm) at 7000rpm.

Changes are as per the MT-09: the SP keeps the redesigned airbox and MT-10-style twin speaker-style intake grilles on the top of the tank, to “accentuate high-frequency sound and enhance engine feedback” according to Yamaha.

Also as per the new MT-09, the SP has an abundance of 6-axis IMU electronic options – variable throttle curves, traction control, slip control and anti-wheelie – and, for 2024, variable engine braking, all set from either the dash or Bluetoothed via Yamaha’s MyRide app. The base MT-09 has five rider modes – Sport, Street, Rain and two Custom modes – and the SP adds a further four custom Track modes, allowing you to program your own settings for specific circuits.

The SP also share’s the 09’s uprated the transmission, adding a dog tooth to the top four internal gear ratios for smoother engagement. And, like all the new CP3s, Yamaha have fitted their third generation quickshifter, now allowing clutchless upshifts on a closed throttle and down on an open throttle, meaning the system is now essentially clutch-free and seamless from 2000rpm and 10mph.

On the Road

In terms of its engine, the SP ought to feel exactly the same as the MT-09 – truth is it takes a few miles longer to dial into the bike’s throttle response and get a handle on its performance on slimy, muddy, damp Rutland B-roads than it did in sunny Lanzarote earlier in the year on the MT-09 launch. Now there’s a surprise. But it’s a reminder of how a different riding environment can easily cast a bike in a very different light – the MT-09’s and the SP’s throttle isn’t snatchy, but initial pick-up is direct and it’s impatient to get going.

Anyway, as soon as I’ve woken my brain up and remembered how to ride, the SP’s motor is indeed the same blithering, sperlunking weapon as the MT-09. Possessed of bounteous midrange, it hustles off on a cascade of thrust like you’ve hit the fast forward button, and climbs to properly nick-able speeds really, really quickly. The quickshifter is still the nicest in the business, not so much for its mechanical performance (although it’s pretty faultless) but because it has the best sound – every short shift is accompanied by a muted bark as fuel is ignited somewhere in the exhaust. It even burbles on downshifts. Bet it sounds wicked on an open pipe.

All this is very much as per the MT-09 – because it’s the same, and that’s a good thing. You also get the same sensitive anti-wheelie that allows for a modicum of loft – basically, a wheelie you could probably get away with on account of, you know, physics.

So – at least in terms of its performance – the SP is still a gorgeously smooth, thrilling and flexible engine, just like the MT-09.

2024 Yamaha MT-09 SP Handling & Suspension (inc. Weight & Brakes)

This is the bit that makes up the bulk of the £1700 difference in price tags between the SP and the 09. They share the same aluminium Deltabox frame, the aluminium swingarm (although the SP’s is a brushed finish, not painted) and same steering geometry. The difference is in the suspension and brakes.

The MT-09 has 41mm KYB forks with adjustable preload, rebound and compression damping. For 2024 the 09’s internals were uprated with stiffer damping rates and stiffer 15Nm springs (instead of 14Nm previously). The SP also has 41mm KYB forks, but has stiffer springs yet again, and even more damping – plus high and low speed compression adjustment for some fine-tuning. The stanchion lowers get black DLC – Diamond-Like Coating – and the outers are gold anodised. At the back, the 09’s KYB gets replaced with an Öhlins unit, gaining compression damping as well as rebound, and with preload adjustable on a remote hydraulic adjuster. As per the 09, the shock runs on a modified linkage ratio to put more weight on the front and reduce rear wheel travel from 122mm to 117mm. All steering geometry dimensions are the same between SP and 09 – which means they’re largely the same as the previous year’s bikes (marginally steeper rake).

The other big upgrade for the SP over the 09 is its Brembo Stylema calipers, replacing Yamaha’s usual calipers, but on the same 298mm discs. The Brembos are 13% lighter and have a slightly larger overall piston area – they also look swish and complement the 09 and SP’s new-for-2024 Brembo radial master cylinder.

Yamaha say the SP’s kerb weight is 194kg, 1kg more than the claimed weight for the MT-09. The extra must come from the suspension and extra layers of paint. Tyres are Bridgestone Battlax Hypersport S23s.

On the road

The new suspension makes a noticeable difference to the ride of the SP compared to the 09 – which you’d expect, for £1700. Whether it’s £1700’s worth of improvement for bog standard road riding is moot – the SP certainly gives a stiffer, yet more controlled ride than the MT-09 – there’s less weight pitch under braking, bumps are more prevalent but are smoothed out with a plush ‘thunk’. You also get more adjustment front and rear, and there’s a good chance the SP on a hot track day at Cadwell in the hands of a decent fast group rider would make the standard MT-09 feel a bit wishy-washy and underdamped. But you’d have to be banging on a bit, I reckon, for it to slow you down much on the standard bike, which already has very competent springs. On the road, one of the MT-09’s trump cards is its happy-go-lucky, madcap balance of engine and chassis behaviour – the SP’s springs nudge the bike into taking itself slightly more seriously. It’s a more committed kind of fun.

Not quite the same story with the SP’s Brembo calipers – I didn’t walk away from the MT-09 launch thinking the standard stoppers were deficient, and on the road without a direct back-to-back it’s hard to detect what must be a fairly subtle advantage offered by the Brembo Stylemas. Again, maybe a few hard braking sessions on a track day might reveal more of a difference – but on your local B-road it’s not going to be something that you can point to as definitive improvement other than in looks.

But the overall riding dynamic is still very definitely 2024 MT-09. As with the base model, the SP – compared to its predecessor – is more on-the-nose and sportier, with a revised, plugged-in riding position and a more focussed front end feel. Certainly compared to the original MT-09 SP, it’s a world apart – more stability, no flappery under full acceleration, no hint of wayward behaviour. Agility is also exceptional – always a CP3 platform strength. As the result of a tank re-shape (see below), steering lock is increased on the new bike – the old SP was a sod to U-turn, often needing a 5-point paddle. No more – the new SP has plenty of lock.

2024 Yamaha MT-09 SP Comfort & Economy

No surprises for guessing the 2024 MT-09 SP shares its revised riding position and ergonomics with the base MT-09 – so all this applies to both bikes.

The reshaped fuel tank is 30mm lower, flatter and 60mm wider, with larger cutaways allowing more steering lock. It’s made using a new press-moulding method that’s said to give a more defined edge than before (down from a 20mm radius to 5mm). Still only a skimpy 14 litres though, showing 120 miles range from full and asking for a refill not long after 110 miles are up.

The tank is joined by a new two-piece seat and redesigned headlight, headlight cowl and tail section for a revamped look. The rider’s seat is the same 825mm height, but it’s flatter and hasn’t got the previous model’s ‘ramp’ up to the tank – which encourages the rider to slide forward and put more weight over the front end. Yamaha has also sportified the MT-09’s riding position with bars dropped by 34mm and pegs more rear-set and higher than before, giving a more compact, dynamic posture. Bars and pegs are still both two-position adjustable. For the test ride, pegs were on the highest setting, bars closest to the rider.

There are also new alloy brake and gear shift pedals, intended to be easier to use. The adjustable clutch lever is also new.

Yamaha also says the new riding position and tank offer more freedom for the rider to move about – specifically when changing direction, from hanging off one side to the other, in keeping with the MT’s sportier bias.

 On the road

Along with the styling revamp, new dash and switchgear, the MT-09 and MT-09 SP’s new riding position is perhaps the most noticeable change over their predecessors. Pegs and bars put weight more squarely on the front end for a more engaged, dynamic feel – it’s less sat-upright than the old bike. But it isn’t wrist-heavy – I’ve just got back from riding a Triumph Street Triple 765 RS to Scotland and back, and the SP is nowhere near as sporty or committed as that bike. So despite the Yamaha’s claims of increased track-day prowess – which I believe – it’s still not exactly a naked sportsbike, even with the souped-up springs and brakes. Like the new MT-09, the SP is a comfy and natural riding position, not in the least bit cramped. But it is more poised for action – again, like the 09, the SP is active and engaged. Knees tucked but not cramped, body tilted into just the right angle for action. The new seat is firm, well-shaped, and puts the rider’s fronty bits at the base of the tank.

2024 Yamaha MT-09 SP Equipment

Mostly the same as the new MT-09 – a new 5-in colour TFT has five different themes (including a big lap timer, reset by pushing a button the on the left bar), and gives access not only to improved rider-assistance technology but also to a bunch of smartphone tech including the media controls and a completely free, on-board Garmin StreetCross sat nav. An under-seat USB-C socket brings the bike’s power supply options up to date.

The 09 and SP also share new switchgear – the little scroll wheel on the right has gone; now there’s a solid-feeling joystick on the left, plus cruise control and self-cancelling indicators get a rocker-style switch.

A one-off for the SP – seeing as the standard MT-09 now has cruise and the SP can’t claim it as a bonus – is keyless ignition. It’s not really a practical benefit – using a key is hardly a chore and keeping track of which pocket a key fob is in is, at my stage of life, a needless extra hassle. It’s not likely to be anyone’s deal breaker. 

On the road

Again, the SP is just like the 09. The new dash is on the small side and colours are a bit washed-out – I like a bit more vibrancy in my TFTs – so none of the four layouts are especially appealing. The track screen chrono is nicest, but not very useful on the road unless you’re timing your roundabout laps. You can also invert the dash into a night display with black background, which looks nicer.

The built-in sat nav is a cool feature – a button-push brings up your connected phone and a Garmin map; the phone can be connected via a USB-C port under the seat, which is a bit of a faff – I prefer USB ports by the dash – or by Bluetooth for multimedia and settings control. Yamaha have done a deal with Garmin, hence the freebie nature. It’s way better than turn-by-turn navigation.
The new switchgear is big, blocky and easy to use; cruise control is a welcome addition in these days of average speed cameras, even on a naked bike.

Finish is ramped up on the SP – the R1-style Icon paint is deep and glossy, even if the actual colours are way more understated than the standard MT-09’s Midnight Cyan. I’m not sure about brushed alloy swingarms, but it’s a taste thing. Other nice touches abound – on the opposite side of the sexy new Brembo radial master cylinder lives an equally sexy clutch lever, mounted on a waisted, bronze alloy mount – a quality finishing touch.

2024 Yamaha MT-09 SP Rivals

The MT-09 SP’s price increase, uprated suspension and beefier brakes puts it in direct competition with the grown-up Triumph Street Triple RS. KTM’s 990 Duke is over £1000 more expensive, and Ducati’s Monster SP ups the ante by over two grand.

Triumph Street Triple 765 RS | Price: £11,795

Read more

Power/Torque

128bhp / 59lb-ft

Weight

188kg (kerb)

KTM 990 Duke | Price: £12,999

Read more

Power/Torque

121bhp / 76lb-ft

Weight

179kg (dry)

Ducati Monster SP | Price: £13,995

Read more

Power/Torque

111bhp / 69lb-ft

Weight

193kg (kerb)

2024 Yamaha MT-09 Verdict

Dealing with the 2024 changes to the base MT-09 – and therefore the SP as well – first: as per the 09, the SP has the same engine and performance as its immediate predecessor, and broadly they both have the same frame and steering set-up. This is all a good thing because the combination is still an absolute riot to razz about on. Involuntary power wheelies, lightning steering, steady cornering and grunt for days. Delicious.

But the changes to riding position subtly shift the bike into a sportier, more committed and determined style of riding – and it’s fair to say both the base MT-09 and SP have a more racy, sporting intent as a result. Yamaha must be looking at the sportification of Ducati’s Monster, Triumph’s Street Triples and KTM’s 990 Duke as examples. But the base MT-09 is not overly-sporty – it’s still the tamest riding position in its immediate class and is still arguably more carefree, fun and flexible on the road.

The SP version, with its harder suspension and – on paper at least – stronger brakes moves the MT-09 dial to exactly the same degree as it always has: it looks bling (although the colours are more subdued) with gold suspension bits, chunky calipers and lashings of gloss paint – and it’s a more serious proposition on the road. Take it on the track and you’ll notice a difference if you get a go on your mate’s stock MT-09; having said that, you’ll also notice the difference if you get a go on your mate’s Triumph Street Triple RS.

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2024 Yamaha MT-09 - Technical Specification

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