Yamaha MT-125 2026 — Specifications

The 2025 Euro5+ standard has been imposed; the little Yamaha mono willingly avoids it so that the MT-125 remains upright and aggressive. It holds its place in the 8th of a liter range! It also makes efforts on connectivity, including the arrival of turn-by-turn navigation. This is displayed on the TFT screen it received in 2023. This brought a 5-inch color matrix, with smartphone pairing, MyRide app, multiple infos, and data recording during rides. However, the display only offers one mode. Higher-powered MT models offer several; and customers like to switch between multiple themes.

Enriched with modernism, the MT-125 may be overdoing it a bit. This chip has traction control in its muscles. Startling at this level of power. Is it really useful to have this kind of assistance when you only put out 15 horsepower!?

But these powerhouses are not insignificant. It’s the gateway to a world of multiple adventures. Not yet holding an A or A2 license? No problem, there’s an offer for 125s. Do you need something simple to accomplish the essentials in the city? The CBF or Mash Seventy will do the trick.

No? Is the desire prevailing? A need to have something hairy that seems to bite?! Fortunately, the Yamaha MT-125 highlights the major update it received some time ago.

You know how manufacturers create an ultra-sporty roadster? They grab a violent hypersport, strip it down, adapt it for road use, and let it boil in the hands of the riders. For the youngest in the MT family, it’s the same principle from the ground up. Hop, we grab the little Yam sports bike, namely the YZF-R 125 recently improved. We remove the fairing and see what we can extract to create an MT-125. No need to pull out molars, because the whole face is involved.

2020 announced the new face of the Masters of Torque. The MT-03 II received major cosmetic surgery. The little MT does exactly the same with narrowed eyes, planted in a delicately aggressive fork head. Nice or alas, we get the same luminous cyst in place of the mouth. With air intake scoops inspired by the first MT-09, a redesigned tank (1.5 liters less capacity) and a lighter engine guard, the Yam gains agility. It looks like a ballerina... not for the opera; for attending a Batman concert. The rear section is also revised. Completely. It’s no longer a sporty rear end but a true roadster rear, with a one-piece seat and a more fluid and compact stature. The old MT got a facelift in one fell swoop.

That’s the identity, let’s look at the technical aspects. The MT-125 gets its name from its displacement. As expected, and like all the others, it produces 15 horsepower from its mono. The Tuono, CB-R, Duke, or GSX-S do no better or worse. But Yamaha has an ace up its sleeve. Its engine benefits from variable intake. Called VVA and available since recently on the YZF-R 125, this system uses two camshafts controlled by a solenoid (I don’t know what that looks like either). Below 7400 rpm, the first cam acts, as its profile and timing are designed for better performance at low and mid-range. Above, the VVA switches the other cam. Taking advantage of a larger lift and a more aggressive valve opening diagram, the engine will want to extract the most from it at high revs. Ultimately, you still have no more than 15 horsepower. Which must be sought at 10,000 rpm, 1,000 more than before. But the power and torque curve will be fuller than with yesterday's mechanics. New engine, and also a new gearbox, plus the gain of an assisted anti-dribble clutch. It’s not so much the sagouin downshifts with a torque of just over 1 mkg that will damage the driving, but a little bit of smoothness and stability never hurts. And with this clutch, we gain ease at the lever.

The MT-125 also revises a lot of things under its skin. You don’t notice it right away, but the rear tire has grown. By 10 mm to display 140. The handlebars are a little higher, the seat a little lower, and the footrests more forward. Also count on the new seat and the ergonomics are oriented towards more comfort and agility.

Still an inverted 41 mm fork, a mono-shock, a braking system consisting of a 292 mm disc at the front with a radial-mounted dual-piston caliper, 17-inch wheels at each end... it’s between the two that we see changes. Namely a reduced wheelbase of 30 mm, for even more agility. The frame and swingarm are revised, without changing material. Steel for the Deltabox, aluminum for the swingarm. The two are married with a wider pivot point now.

The atmosphere is tense, the bites are willing, and if there are no low blows, there’s no pity either. So those at the handlebars will easily compare their machines to this MT - and the whole band will leave with a smile on their faces.

M.B - Photos manufacturer