Yamaha MT-09 900 Y-AMT 2025 — Specifications

Imagine climbing onto an MT-09, instinctively looking for the clutch lever, and realizing it's no longer there. Welcome to the era of Y-AMT, the automated transmission system Yamaha has chosen to graft onto its most ferocious roadster. This isn't a torque-converter automatic like on a scooter. It's an electromechanical device that operates the clutch and gear selector on your behalf, while retaining the original six-speed gearbox. The 889 cc CP3 triple remains untouched, with its 119 horsepower at 10,000 rpm and 93.2 Nm of torque at 7,000 rpm. What changes is the way you interact with that powertrain.

Three modes coexist. M mode turns two triggers on the left switchgear into a gear selector: thumb to upshift, index finger to downshift, while the system handles torque interruption with surgical speed. D and D+ modes remove all human input from the transmission. The first favors urban comfort with smooth, early shifts. The second holds revs longer before upshifting, for those who like to hear the triple roar. On paper, the benefit is real for committed riders: the left boot stays planted on the footpeg through strings of corners, freeing up concentration for line choice and braking. Honda has offered a DCT for years on its Africa Twin and NC750, but Yamaha's approach differs. The Y-AMT doesn't modify the engine or gearbox — it bolts on top of them. Which means Yamaha could theoretically roll it out across its entire CP3 range, starting with the Tracer 9.

The 2025 MT-09 is more than just this transmission. The aluminum perimeter frame handles the 193 kg wet weight with composure. The 41 mm adjustable inverted fork and rear monoshock deliver adequate travel — 130 and 122 mm respectively — enough for road use and the occasional track outing. Braking relies on twin 298 mm front discs with four-piston radial calipers. Nothing groundbreaking, but the package holds its own against a Triumph Street Triple RS or Kawasaki Z900 SE. Both rivals play in the same price bracket and also offer sharp chassis, yet neither provides an automated transmission option.

On the electronics front, Yamaha has piled on the rider aids: five riding modes, an IMU inertial platform, cornering ABS and traction control, wheelie control, slide control, and cruise control. The list is long — perhaps too long for a roadster whose original DNA was raw simplicity. The 2014 MT-09 won hearts with its unbeatable power-to-price ratio and hooligan character. The 2025 Y-AMT version is listed at 11,199 euros, just 500 euros more than the standard model, a premium that also includes keyless ignition. The price remains reasonable for the onboard technology, but we're a long way from the affordable roadster that shook up the market a decade ago.

The 14-liter tank means frequent fuel stops for high-mileage riders, and the 825 mm seat height won't make life easy for shorter riders. But the target audience — experienced riders seeking thrills or urban commuters tired of working the clutch in traffic — will find in this MT-09 Y-AMT a unique proposition in the mid-displacement roadster segment. A restricted A2-compliant version widens the appeal to newer license holders. Whether purists will accept letting go of the clutch lever remains to be seen. Yamaha's bet is clear: make riding more instinctive without neutering the triple's temperament. The outcome will ultimately depend on how the system is calibrated in real-world conditions.