Yamaha MT-09 vs Suzuki GSR750

Date 18.5.2016

Presented by
  • Motorcycle Trader


Naked Clash | Yamaha MT-09 vs Suzuki GSR750

Not even Don King would’ve considered such an unlikely match-up – a blood-thirsty crowd loves an epic battle and, pound for pound, this fight barely fits the bill.

The idea of pitting Australia’s best-selling naked bike against what might seem like an ‘also-ran from yesteryear’ didn’t come from MT’s brainstrust but from the bikes’ creators. This got us thinking: is there more to this match-up than there appears? Perhaps Yamaha and Suzuki hatched a plan over saké and Sapporo to see us slugging each other in the ring. The enemy of my enemy is my friend after all.

“There’s bound to be tension between Groff and Harris. They’re the classic old bull, young bull, much like these bikes. I bet a good bottle Groff goes down in the third.” “You’re on!”

Yamaha MT-09 vs Suzuki GSR750 CHarris  Yamaha MT-09 vs Suzuki GSR750 Spannerman

So without further ado, we bring you 2015’s Yamaha MT-09 vs Suzuki GSR750 and, err, Hatchet Harris vs Gauntlet Groff. Is there more to these grudge matches than meets the eye? Time to find out. Let’s get ready to rumble!


On paper and at the pre-match press conference the Suzuki simply doesn’t seem to stand a chance – the Yamaha is lighter, more muscular and far more modern. That’s a killer combo in the first round.

Yamaha MT-09

The ringside banter is backed up by a difference of almost 20kg (210kg vs 191kg wet at weigh-in) and the work rate of the GSR’s 750cc inline four is eclipsed by the MT-09’s 850cc triple. In fairness though, the GSR comes from an era in which it rivalled the conceptually similar Yamaha FZ8N (still on sale) and Kawasaki Z750/800.

But instead of throwing its veteran FZ8N in the ring, Yamaha clearly wanted to demonstrate the virtues of its modern, middleweight naked, and Suzuki believes it has a tried-and-true contender to keep the new kid honest. It just might, too, given its substantial $1700 price cut for 2015 models, now from $10,790 (plus on-road costs), or $1000 less than the Yamaha.

Suzuki GSR750

Yamaha address MT-09’s main criticisms: ABS brakes are now available (adding 3kg) and the bike’s initial throttle response is less jerky courtesy of new ECU mapping. For better or worse, the GSR offers none of these. If you want traction control and other techno treats then you’ll have to look to the European marques or go up a weight division to the supernaked class.


The GSR has been with us since 2011 and its creamy 750cc heart since 2005, when it formed the basis for the previous-generation GSX-R750. For 2015 Suzuki must’ve taken The Rolling Stones a tad too literal, seeing red and painting it black. In any case, it looks much tougher than its white, grey and black predecessor and its gold anodised forks add contrasting presence.

Initial ride impressions are what you’d expect from a Japanese inline-four: well mannered, predictable and linear acceleration, an athletic top-end and, above all, few surprises, like making out with an old flame at a school reunion. Nothing wrong with it, just a case of been there, done that.

Likewise its conventional ergonomics and cushy seat, which make it comfortable to carve corners and munch more miles than the Yamaha. It’s also a bit more pillion friendly than the cramped MT-09.

Yamaha MT-09 vs Suzuki GSR750

Then you swap steeds for the MT-09. The first return blow comes when you’re exposed to the Yamaha’s compact dimensions. It’s significantly narrower. In its standover and thigh-to-thigh balance, or mass centralisation, it’s much lighter and lower. Its overhead shape mimics the form of an hourglass in the guise of a narrow, sculpted tank and inverted heart-shaped seat.

The ergonomics put you in an attacking position with a comfortably forward-bias and your knees close together. It inspires confidence, encourages you to ride harder and it all works better in the urban jungle. The trade-off, however, is more frequent fuel stops thanks to a smaller, 14-litre tank compared with the GSR’s comfortably leg-splaying 17.5-litre shape. The seat feels like a plank after a longer ride, and will have you wishing you forked out $378 for the comfort seat.

Both have a friendly 815mm seat height allowing just about anybody to touch the ground with both feet.

It’s obvious the MT-09 was designed from the outset to be a rawkus naked bike, not a rework of an existing model. It also has fewer afterthoughts other than the usual ADR compliance stuff. Its boomerang-shape swingarm and neat underslung, slash-cut exhaust system, for example, were purposefully penned to be a talking point, unlike the GSR’s, which were born to be covered by the full fairing of the GSX-R donor sibling. The Suzuki’s cannon-like muffler, meanwhile, is as contemporary as bumbags and snap pants. On the bright side, Suzuki has better concealed much of this baggage with its range-topping GSX-S1000 naked bike, released later in 2015.

Yamaha MT-09 vs Suzuki GSR750

It only takes one ride to see why the MT-09 has become Australia’s favourite naked bike – it’s a fast, friendly and characterful urban weapon for the novice and expert alike, and a helluva lotta fun for $11,799 (plus on-road costs or $11,299 without ABS).

It’s no secret Yamaha had Triumph’s highly acclaimed 675 Street Triple in its crosshairs during development and intended to outgun its British rival from as many angles as possible. That it did, but where the Street Triple loses ground in engine outputs and price, it more than makes up for in harmonious cohesion – its initial throttle response is less snappy and its roadholding less fidgety.

The GSR750’s extra 19kg and firmer, better-sorted suspension similarly translate to a greater sense of rock-solid stability, particularly over high-speed and mid-corner bumps. Tyre sizes and wheelbases are almost identical, however, with a mere 10mm in the Suzuki’s favour at 1450mm.

Suzuki GSR750

The MT-09 is nonetheless one of those bikes that would be transformed with a good suspension tune because it errs on plush at the rear and a tad frenetic up front.


The benefits of a back-to-back comparison allow you to revisit initial impressions and immediately show up differences. In this case, a newfound appreciation for the GSR’s sewing machine-like engine characteristics that allow you to smoothly and rapidly wind it up in precise increments – all the way to 10,000rpm where its 78kW (105hp) peak power is produced. Maximum torque is likewise created in the upper reaches, in this case 80Nm at 9000rpm. It means there isn’t the same neck-snapping throttle response you get with the MT-09 when you crack the throttle. But deceiving it is, with plenty of punch from the get-go and a tall first gear ideal for the city commute. A glance at the analogue/digital dash legibly shows this.

The MT-09’s full digital screen might be sharper, more modern and fashionably placed off-centre, but the GSR’s large tachometer and digital readout for everything else – including speed and gear position – are well suited to the track and the real world.

Yamaha MT-09

Then we get back onto the MT-09. There’s no escaping that intoxicatingly instant surge, no matter where you are in the rev range or which gear you’re in – it’s as flexible as it is linear.

The 847cc DOHC triple is Yamaha’s first multi-cylinder production bike to feature an offset cylinder design, with a 120-degree crank. The real-world benefit is an engine that provides a linear and super-strong torque delivery thanks to near-identical combustion and composite torque waves.

The resulting numbers are 85Nm at 8500rpm and peak power of 86kW (115hp) arriving at 10,000rpm with an 11,500rpm rev limiter. And the sweet spot? Everywhere, while the well-spaced ratios of the new six-speeder allow it to relax on the open road.

The bike’s fly-by-wire throttle offers three power modes to flick between to suit the mood and road conditions including the default ‘Standard’ mode for everyday riding as well as ‘A’ and ‘B’ modes, which deliver the full beans and reduced power for wet weather, respectively.

This is the second MT-09 we’ve sampled since 2014. The first, an early model non-ABS version, suffered from a snatchy throttle that didn’t take well to slow-speed manoeuvres in all but the conservative ‘B’ mode without clutch input. It was also fitted with an Akropovic titanium exhaust system ($1497) that was painfully loud and droning. And just like that, for this 2015 model, poof. These faults have vanished, including the droning Akro pipe, which now emits the right snarling bark.

Yamaha MT-09 vs Suzuki GSR750

CHarris and Spannerman still attest to some jerkiness but they’ve recently been riding Yamaha’s learner-friendly MT-07 that comes with a smooth and conventional cable-operated throttle, and the long-legged MT-09 Tracer, which is a thoroughly reworked touring version of this bike.

Yamaha informed its dealer network in 2014 that MT-09 customers could opt to change their software to deliver softer initial power. This was done using Yamaha’s diagnostic tool (commonly associated with Yamaha’s giant-killing WR250 and 450 Enduro models) and was a service offered free of charge, according to Yamaha Motor Australia communication manager Sean Goldhawk.

“It is also a one-way operation,” he said. “You can’t get the instant power hit back after you’ve tweaked it. The 2015 model comes with this softer initial power delivery as standard, and is now available in either ABS or non-ABS.”


It’s encouraging to see a sense of urgency and enthusiasm among bike manufacturers in bringing new and exciting models to market. As buyers, we’ve never been so spoilt for choice. It’s also good to see the likes of Yamaha rapidly responding to criticism of the MT-09 by making a good bike great.

As a business case – and much like our young and old boxers – Yamaha has far more riding on the young MT-09 than Suzuki has with the old and faithful GSR750. The MT-09 has a lot more to prove and its future is bright. It’s an all-new bike with an all-new engine that required all-new tooling to produce, hence the need to grow the MT-09 family to help amortise the bike’s development costs. The MT-09 Tracer is the first derivative cab off the rank.

Suzuki, on the other hand, paid the house off long ago and its kids have all grown up so its stakes in the GSR750 are relatively low. Yes, it’s had its heyday, but it’s still very much relevant and competitive, particularly with its recent price drop. Only a fool would underestimate the GSR750.

So is there an undisputed champion of the world? Groff did go down in the third, and as for the bikes, well, that’s up to you. Both are champions in their own right but not without their handicaps. Nevermind old bull, young bull. They’re raging bulls.

Yamaha MT-09 vs Suzuki GSR750

SPEX | Suzuki GSR750


Type: Liquid-cooled, DOHC, four-valves-per cylinder, in-line four-cylinder

Capacity: 749cc

Bore x stroke: 72mm x 46mm

Compression ratio: 12.3:1

Fuel system: EFI


Type: Six-speed, constant-mesh

Final drive: Chain


Frame type: Twin-spar aluminium

Front suspension: USD fork, non-adjustable

Rear suspension: Monoshock, adjustable for preload

Front brake: Twin 310mm discs with twin-piston calipers

Rear brake: Single 240mm disc with single-piston caliper


weight: 210kg (wet)

Seat height: 815mm

Fuel capacity: 17.5L


WHEELS: 3.50 x 17-inch alloy (F), 5.50 x 17-inch alloy (R)

TYRES: 120/70-17 (F), 180/55-17 (R), Bridgestone Battlax


Power: 78kW (105hp) at 10,000rpm

Torque: 80Nm at 9000rpm


Price: From $10,790 (plus on-road costs)

Colours: Matte black

Warranty: 24 months/unlimited kilometres

Bike supplied by: Suzuki Australia



– Old-school charm

– Performance

– Suspension


– Lacks modernity

Suzuki GSR750

SPEX | Yamaha MT-09


Type: Liquid-cooled, four-stroke, DOHC, 12-valve, in-line three-cylinder

Capacity: 847cc

Bore x stroke: 78.0 x 59.1mm

Compression ratio: 11:5.1

Fuel system: EFI


Type: Six speed

Final drive: Chain


Frame: Diamond alloy

Front suspension: 41mm USD fork, adjustable for rebound, 137mm travel

Rear suspension: Monoshock, adjustable for preload and rebound, 130mm travel

Front brakes: Twin 298mm discs with four-piston radial calipers

Rear brake: 245mm single disc with twin-piston caliper


Weight: 191kg (wet)

Seat height: 815mm

Wheelbase: 1440mm

Fuel capacity: 14 litres


WHEELS: 3.50 x 17-inch alloy (F), 5.50 x 17-inch alloy (R)

TYRES: 120/70-17 (F), 180/55-17 (R), Bridgestone S20


Power: 86kW (115hp) at 10,000rpm

Torque: 87.5Nm at 8500rpm


Price: $11,799 (plus on-road costs). Non-ABS $11,299

Colour: Blazing Orange, Matt Grey or Racing Blue

Warranty: 24 months, unlimited kilometres

bike supplied by: Yamaha Motor Australia



– Performance

– Value

– Agility

–Character in spades


– Smallish tank

– Seat uncomfortable for longer distances

Yamaha MT-09


Many thanks to Mischa Merz who gave us full access of her gritty, old-school boxing gym, Boxing Central, in Footscray, Melbourne. Mischa’s trophy cabinet includes the Australian National Championship in 2001 and she was the winner of all five fights in the Master’s Division at the 2009 National Women’s Golden Gloves in the US.

Mischa Merz

She’s been at the forefront of the growing international women’s boxing scene for more than 15 years. She is also an artist, journalist and author, with two critically acclaimed memoirs about her boxing experiences: Bruising and, most recently, The Sweetest Thing: A Boxer’s Memoir.

Visit www.BoxingCentral.com.au


Article by Motorcycle Trader & Cafe Racer magazine Editor, Chris Harris