It turned out that 2024 was quite the year for Yamaha, especially for its MT-09 derivatives. The latest version of the brilliant MT-09 launched back in the spring, its retro-racer relative, the XSR900GP, arrived in April and the former’s upspecced sibling, the new MT-09 SP landed in July. They’ve sold well and won a barrow load of awards. Now we end the year with the MT-09 Y-AMT, a new model which could well herald the arrival of a new era in automatic motorcycling.
The new MT-09 Y-AMT (which stands for the first Yamaha Automated Manual Transmission) is the latest addition to the brilliant MT-09 family and has been chosen to debut Y-AMT as Yamaha wants to showcase the sportiness of the new system, which the manufacturer claims will soon be rolled out onto other machines. It is likely to be the first of many automatic motorcycles to land over the next 12 months, as it is soon to followed by similar systems from BMW and KTM - joining Honda’s already decade-old DCT auto system.
On face value Y-AMT lacks the sophistication of Honda’s ‘Dual Clutch Transmission’ system, instead being ‘just’ a pair of motors which actuate a regular clutch and gearbox (there are no traditional levers) with some clever electronics in-between and all controlled via a new mode selector on the right switchgear and a novel paddle-shift ‘see-saw’ switch on the left. It actually works impressively well and is lighter than Honda’s DCT system.
There are two fully automatic modes: ‘D’ and sportier ‘D+’ which work adequately. It’s novice friendly and great for town riding, but the manual ‘MT’ mode (where you simply flick, clutchless, up and down through the gears via finger and thumb) lets you fully exploit the MT-09’s dynamism and usual riding modes. In MT mode, even the most experienced rider can get excited and channel their inner GP rider fantasies.
As the Y-AMT version of the MT-09 is essentially the MT-09 with the Y-AMT system bolted on (plus gear and clutch levers removed, new switchgear and different screen display), the automatic version’s performance is, in theory, identical the conventional, manual version – which is a great starting point. The 890cc, 117bhp ‘Crossplane’ triple is one of motorcycling’s great engines with a thick midrange, bassy, curdly soundtrack and enough top end to truly excite. Its already excellent handling is unchanged, too.
What is new is the automatic experience, which takes some getting used to for an experienced rider. ‘D’ mode is a great, easy starting point. You can simply start the engine (keylessly, like the SP version) in first where it idles at standstill happily, then twist the throttle and gently away you go like a twist ‘n’ go’ scooter before it changes up (or down) according to speed and throttle load (but not lean angle, as the system’s not connected to the IMU). Once acclimatized, ‘D+’ mode is sportier, with the engine revving higher between changes making life more fun. Being a full auto, though, means the timing of the changes is not necessarily your ideal. For example, it doesn’t quite have the finesse or precision of a manual shift when braking hard.
But in ‘Manual’ mode, especially the more you get used to it, true sports bike speed and sharpness becomes possible to the extent that you begin to think traditional clutch and gearlever shifting is archaic.
There are two ‘buts’ though: experienced riders may still, as I did, doubt the need, especially on a bike as involving at the MT-09 (although I can easily see the system being brilliant on either a novice MT-125 or sports-tourer Tracer 9); And two, it does take a decent period of re-education. I, for example, was happier using my index finger for both flicked up and down shifts where most other riders at the Yamaha press event preferred a finger-up, thumb-down movement (the clever ‘see-saw’ switch allows both) – and even then it wasn’t yet as intuitive as a conventional ‘shift would be.
You might think that, with most of the MT-09 unchanged, the Y-AMT version feels little different in terms of comfort, and for the most part you’d be right. The riding position and all-round ergonomics, as improved so significantly on the 2024 MT-09 are the same, being a beautifully balanced yet more sporty roadster. If you want more information on that, check out our review of the standard 2024 MT-09.
Practicality is affected, however – and in a good way. The easy, instant choice of transmission modes (via the MT/AT button on the right bar), meant that, once accustomed, I found myself mostly riding in manual ‘MT’ mode when the going was exciting then, entering towns or dual carriageway cruising, I’d simply flick into fully auto ‘D’ or ‘D+’ and forget about changing gear.
As that implies, its equipment is slightly different, or possibly ‘better’, too – and the standard MT-09’s was already more than good. Although there is the same TFT dash (but with slightly different display to indicate which auto mode you are in), same suspension, brakes and so on, the Y-AMT has keyless operation (like the SP but not standard version), which is a nice touch.
As we write, the standard MT-09 is £10,106 while the new Y-AMT version is £10,656 – a £550 premium. For that you get the Y-AMT system (plus 3kg extra in weight) and keyless ignition, but lose the clutch and gear levers. For our money, that makes it pretty good value – if you want it.
And there’s the rub with the MT-09 Y-AMT. The auto transmission system does work impressively well. Yamaha are to be applauded both for its slick execution and for choosing to introduce it on the MT-09 which not only gives an easy back-to-back comparison but as intended, truly displays the system’s intended ‘sportiness’ more than it ever would have done on, say, a Tracer.
The trouble is, the MT-09 was already so good (and with such a slick, quickshifter-assisted gearchange) that I, and I imagine many others, would still be more than happy – if not prefer – the standard version. What’s more, this aspect is probably exacerbated by the fact that most MT-09 buyers are likely to be older, experienced riders – certainly here on the British Isles.
But if you’re a younger, more ‘early adopter’ type, I can certainly see its appeal, especially as the automotive world becomes ever more ‘auto’. It’s a more accessible version of the MT-09. Honda’s DCT system sells very well and the car world shows there’s a strong demand for automatic transmissions. And as for Yamaha’s future applications, whether on novice bikes, lazy tourers or even, eventually, track sportsters, it’s almost a ‘no-brainer’.
2025 Yamaha MT-09 Y-AMT Specification
Price: £10,656
Engine: 890cc triple, DOHC, four valves per cylinder, liquid cooled
Power: 117.3bhp (87.5kW) @ 10,000rpm
Torque: 93Nm (68.6lb-ft) @ 7000rpm
Transmission: Y-AMT ‘Yamaha Automated Manual Transmission’, six-speed, chain final drive
Frame: Aluminium Deltabox
Suspension: (F) Non-adjustable 41mm USD fork, (R) preload adjustable mono shock.
Wheels: Cast aluminium, 17”/17”
Tyres: (F) 120/70 x 17, (R) 180/55 x 17
Brakes: (F) 2 x 298mm floating discs, four-piston Nissin radial calipers, Brembo master cylinder (R) 245mm disc, 2-piston Nissin caliper. Cornering ABS as standard equipment
Weight: 196kg (kerb)
Wheelbase: 1,430mm
Seat height: 825mm
Fuel tank: 14 litres
Fuel consumption: N/a
Service intervals: 6000 miles/12 months
Warranty: 24 months unlimited mileage
Contact: www.yamaha-motor.eu
Words: Phil West
Photos: Yamaha
