2024-on Yamaha MT-09 Y-AMT | Is Yamaha’s new Y-AMT system worth the extra cash over the standard machine?

Semi-automatic transmissions are all the rage at the moment, with Yamaha being the latest manufacturer to bring a system to market with their MT-09 Y-AMT. With no clutch lever or gear lever, the Y-AMT system offers a completely automatic gearbox or the ability to use manual with paddles on the left handlebar. For the most part it’s a good system that does serve a purpose, albeit not without its flaws.

The clutch is natural and soft in its actuation at slow speeds, although even its sportier ‘D+’ mode, the automatic system is a little unpredictable in its timing of shifts, which makes it a good system for riding through town, but not so much for more spirited stints in the saddle.

However, in manual mode the well-placed gearshift paddles offer a sporty, responsive ride that’s reminiscent of a video game, complemented by one of the best sounding bangs on the way up the ‘box that you can get out of a showroom today. For those that have used a good DSG system in a car, it has that sort of feel to it.

And then there’s the bike that they’ve placed it on, as Yamaha’s MT-09 has had an interesting life. Since 2013 Yamaha have shifted over 100,000 bikes in Europe alone, yet the early models were by no means perfect; although the engine was sublime in its delivery of excitement, the chassis and suspension set-up bucked the truly sporty naked style with a hybrid Supermoto stance, which resulted in a vague front end for normal riding.

Yamaha brought the MT-09 closer to a traditional sporty naked in 2021, and for 2024 they gave the ’09 a more aggressive riding position, alongside revised geometry and suspension settings, creating the best iteration yet.

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The Y-AMT retains that, as the front end is more responsive and engaging, however it isn’t too extreme in its riding position, and still retains a high level of comfort and usability. It’s still not the most focused machine for track riding in the sector, but it strikes a brilliant balance between being both serious and fun, while the engine is still the gem in the 09’s armoury, as one of the finest motors that you can buy today.

It provides a feisty, playful and punchy riding experience that is just as happy cruising at 70mph as it is on one wheel, with a broad spread of torque available from the very bottom of the rev range. In fact, it’s so good, it knocks on the door of the supernaked sector.

The Y-AMT system won’t be for everyone, but for new riders it will be a big confidence builder to forget about clutch control and being in the right gear, while the paddles still offer a sporty essence that the MT-09 thrives off.

Exactly like with the standard MT-09, the ’24 machine is engaging to ride and a step-up from the previous generation. Although the Y-AMT system adds a total of 3kgs to the weight none of this is felt on the machine, while there’s no noticeable bulk between your legs either.

Much like the standard ’09, the riding position is now more poised and aggressive, but don’t let that put you off as it’s still not as focussed and single minded as other sub-litre nakeds. It’s still roomy and comfortable enough to accommodate riders of pretty much any size, and even after a day in the saddle, it’s not uncomfortable for a naked even if the seat is a bit stiff.

One positive aspect of the Y-AMT system when ridden harder is that there’s no need to go between the ball of your feet and your heel to change gear, meaning that your left foot is always in the right position for changing direction, and weighting the ‘pegs.

The MT-09 houses one of the most exciting and engaging motors on sale today in the sub-litre category, and is a big part of the reason that the MT-09 was crowned MCN Naked Bike of the Year in 2024.

That CP3 unit pulls from the bottom of the rev range, and is happy enough sitting a few gears too high, with the ability to pull with intent from just a few thousand RPM. In fact, it pulls so hard and so aggressively, that it could easily be mistaken for a machine that houses far more than the 117bhp figure. Yet the beauty of that CP3 motor is, it’s got such a wide operating window. It’s happy to be docile too, with the ability to still pull with intent, even when sitting in high gears, at low speeds.

But the big news comes in the form of the Y-AMT system. The clutch control is smooth enough to make pulling away a doddle, while unlike some other systems, slow speed riding and single digit manoeuvres are also easy to carry out.

In automatic, the system doesn’t feel completely refined, however, as in both the softer, ‘D’ mode and the sportier ‘D+’ mode, the gear changes are a still a little lazy and unpredictable. On top of this, the system isn’t linked to the IMU, which means that it changes gear at lean angle too, which is a bit disconcerting when riding it in a more spirited manner, or when conditions aren’t ideal.

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But, with a quick flip of a switch the Y-AMT becomes semi-auto and gear changes are taken care of via the use of the paddle shifters, which are placed on the left switchgears. They are placed perfectly and offer a positive feeling with thick and thin gloves, while after just a few hours of riding, it becomes a completely natural feeling rather than reaching for a gear lever.

It’s an impressive experience that is honestly quite exhilarating, turning every gear change into a computer game.

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For new riders it will work wonders at bringing on confidence at all speeds; clutch control is taken care off, while there’s no need to worry about being in the right gear at the right time if you don’t fancy it.

It’s not for everyone but if you want a trouble-free experience, it’s a cracking bit of kit - and hopefully, a system that will entice more riders into feeling comfortable on two wheels, as the younger generations grow up with less experience using a ‘proper’ manual gearbox. And yes, it still does wheelies too.

The CP3 platform is used across a whole host of other machinery such as the XSR900 and Tracer 9 range and has mustered up few complaints from owners in the process. There have been some small issues such as the indicator fitment and bolt corrosion, but it’s been a reliable package as a whole. MCN has been running an MT-09 long-term test bike for 2024 which has been utterly faultless, through everything we’ve thrown its way.

Only time will tell if the Y-AMT system is as bulletproof, but all signs look positive.

The standard MT-09 is priced well at £10,100, especially against its rivals. However, there’s no direct comparison in terms of a sporty naked that houses a semi-auto gearbox, which makes it difficult to pitch the MT-09 Y-AMT system against any close rivals.

In terms of the tech, Honda’s DCT system adds around £1,200, while their E-Clutch models cost an additional £130 compared to the standard machine. The Y-AMT system sits in the middle of these at £550 and offers a sportier, more engaging experience too.

Gearbox and clutch aside, the MT-09 Y-AMT comes packed with a serious amount of equipment. Electronically, it has pretty much all the bells and whistles with a six-axis IMU powering a plethora of riding aids that are smooth in their application: lean angle sensitive traction control, ABS, wheelie control, a new motor slip regulator to aid on downshifts and a suite of rider modes, which are all fed through a 5" TFT dash with connectivity as standard.

And then there’s the actual Y-AMT system, which takes care of clutch control, offers fully automatic mode and has a good, manual set-up through the paddles.