Source: Cycle World
Yamaha has confirmed that its MT-09 Y-AMT is hitting production before the end of this year to become the first of several models expected to be offered with the company’s new electromechanical semi-automatic gearbox.Yamaha has announced that the MT-09 Y-AMT will be the first, of likely many, to utilize its new electromechanical semi-automatic gearbox. (Yamaha/)As recently as April this year, the first clues emerged to Yamaha’s plans for a semi-automatic transmission, when the company filed a patent application showing the system fitted to the parallel-twin engine of the MT-07. In June the transmission’s existence was officially announced, but it’s only now that Yamaha has confirmed that its debut platform won’t be the MT-07 but its larger brother, the MT-09. That’s just the start, though, as Yamaha has been open about the fact that the Y-AMT gearshift system will eventually be available on a whole array of different models.The 2025 Yamaha MT-09 Y-AMT. (Yamaha/)The announcement means Yamaha is joining BMW and KTM in adding semi-auto bikes to its range for 2025, with the former already having announced its ASA (Automated Shift Assistant) as an option on the 2025 R 1300 GS and R 1300 GS Adventure, and the latter teasing its AMT (Automated Manual Transmission) on a prototype 2025 1390 Super Adventure that was demonstrated at the Erzbergrodeo in June. All three systems are clearly a response to the growing popularity of Honda’s much more complex DCT (Dual-Clutch Transmission), which has been an option on multiple models since way back in 2009, but now accounts for a significant proportion of the sales of the bikes it’s available on.Externally, the CP3 engine looks conventional. (Yamaha/)Other companies getting in on the semi-auto action include Kawasaki, which has its own automated manual with push-button control and a full-auto mode on the Ninja 7 Hybrid and Z7 Hybrid models, and even Chinese newcomer Souo, which announced its own eight-speed dual-clutch semi-auto on the vast, flat-eight-powered S2000 tourer. It’s hard not to conclude that after a spluttering start—attempts at semi-auto bikes date back decades—the automated transmission is about to become the next big thing. Yamaha itself has been here before, with the FJR1300AE as far back as 2006, but that bike’s YCC-S push-button transmission used hydraulics, while the new Y-AMT is an electromechanical system, and the computer-control elements have come on a long way in the intervening years.On the right bar pod the rider can switch between manual and automatic operation. (Yamaha/)Mechanically, the MT-09 Y-AMT is identical to the manual version, but the lack of a clutch lever and foot shifter pedal are instantly apparent. The engine is still the same 117 hp CP3 triple, and there’s no change to the cast-aluminum chassis or the adjustable suspension. The R1-derived suite of rider assists is also unaltered, including traction control and slide control. Differences emerge in the addition of new switch packs on the bars: The right pod incorporates the trigger to switch between fully automatic and manual operation of the transmission, while the left has a seesaw switch for up- and downshifts when the bike is in manual mode. Upshifts are achieved by pulling a trigger with your left forefinger, while downshifts can be made either via a button under your left thumb or by using your finger to push the trigger forward.On the left bar pod sit a pair of triggers for manual operation. (Yamaha/)That layout highlights the lack of an agreed standard for operating the new generation of automated manual boxes. It’s like the setup Honda uses on its DCT bikes, but BMW’s new ASA models retain a foot shifter, albeit connected to microswitches instead of a gear linkage. We’ve only seen a prototype of KTM’s version so far, but it had bar-mounted shift controls with the “up” and “down” operation reversed compared to the Yamaha. Then there are Honda’s new E-Clutch-equipped CB650R and CBR650R, which still have a standard mechanical shifter but an automated clutch.The Y-AMT system only adds 6.6 pounds to the bike’s weight. (Yamaha/)Unlike Honda’s DCT bikes, which have a completely different transmission to their manual equivalents and used a complex setup of twin clutches and electrohydraulic controls, adding around 24 pounds of weight, the Yamaha Y-AMT has a completely standard gearbox with the simple addition of external electromechanical actuators for the clutch and shifter. Those are wired to their own electronic-control unit, which works in harmony with the bike’s sensors, its six-axis IMU, and its ride-by-wire throttle to make for smooth shifts.Another look at the Y-AMT gearbox. (Yamaha/)In fully automatic mode, there are two settings: “D” for normal riding, and “D+” that lets the engine rev higher for more performance. The bar-mounted shifters can still be used to override the computer at any time if you’d prefer a different gear. The manual mode gives you full control of the shifts, and Yamaha claims that because there’s a more direct link between brain and hands than between brain and feet, you’ll be able to time them better. The lack of a foot shifter is also cited as a benefit, letting riders concentrate on adopting the ideal position for every corner without compromising to have their foot on a shift pedal. The whole setup adds just 6.6 pounds to the bike’s weight. The only other change to the MT-09 Y-AMT compared to the standard bike is the addition of Yamaha’s Smart Key System, which first appeared on the MT-09 SP and allows keyless operation of the bike if you’ve got the fob in your pocket.The Yamaha MT-09 Y-AMT will come with keyless ignition control and a fob. (Yamaha/)Fitting the Y-AMT setup to the CP3 triple opens the door to a host of new models with the same option in 2025 and beyond. The Tracer 9 GT+ sport-tourer and Niken three-wheeler would both get a clear benefit from the ease of use of a semi-auto, but there’s also little reason that Yamaha shouldn’t offer the system on other MT-09 derivatives including the XSR900 and XSR900 GP, the MT-09 SP, and even the YZF-R9 sportbike that’s widely expected to join the range in 2025. What’s more, we’ve already seen patents showing the system fitted to the MT-07 and YZF-R7, so other bikes with the CP2 twin including the Tracer 7, XSR700, and even the Ténéré 700 might also be in a queue to get the Y-AMT treatment. And because the system is so self-contained, with external actuators and its own computer, it should be relatively easy for Yamaha to adapt it to other bikes with conventional manual transmissions if there’s enough demand to make the R&D and tooling expense worthwhile.2025 Yamaha MT-09 Y-AMT. (Yamaha/)2025 Yamaha MT-09 Y-AMT. (Yamaha/)The rider can choose between two automatic shift modes. (Yamaha/)2025 Yamaha MT-09 Y-AMT’s TFT display. (Yamaha/)Another view of the Y-AMT transmission and clutch. (Yamaha/)Key to the system is an electromechanical actuator. (Yamaha/)Transmission shafts and shift drums. (Yamaha/)
Full Text:
Yamaha has confirmed that its MT-09 Y-AMT is hitting production before the end of this year to become the first of several models expected to be offered with the company’s new electromechanical semi-automatic gearbox.
Yamaha has announced that the MT-09 Y-AMT will be the first, of likely many, to utilize its new electromechanical semi-automatic gearbox. (Yamaha/)
As recently as April this year, the first clues emerged to Yamaha’s plans for a semi-automatic transmission, when the company filed a patent application showing the system fitted to the parallel-twin engine of the MT-07. In June the transmission’s existence was officially announced, but it’s only now that Yamaha has confirmed that its debut platform won’t be the MT-07 but its larger brother, the MT-09. That’s just the start, though, as Yamaha has been open about the fact that the Y-AMT gearshift system will eventually be available on a whole array of different models.
The 2025 Yamaha MT-09 Y-AMT. (Yamaha/)
The announcement means Yamaha is joining BMW and KTM in adding semi-auto bikes to its range for 2025, with the former already having announced its ASA (Automated Shift Assistant) as an option on the 2025 R 1300 GS and R 1300 GS Adventure, and the latter teasing its AMT (Automated Manual Transmission) on a prototype 2025 1390 Super Adventure that was demonstrated at the Erzbergrodeo in June. All three systems are clearly a response to the growing popularity of Honda’s much more complex DCT (Dual-Clutch Transmission), which has been an option on multiple models since way back in 2009, but now accounts for a significant proportion of the sales of the bikes it’s available on.
Externally, the CP3 engine looks conventional. (Yamaha/)
Other companies getting in on the semi-auto action include Kawasaki, which has its own automated manual with push-button control and a full-auto mode on the Ninja 7 Hybrid and Z7 Hybrid models, and even Chinese newcomer Souo, which announced its own eight-speed dual-clutch semi-auto on the vast, flat-eight-powered S2000 tourer. It’s hard not to conclude that after a spluttering start—attempts at semi-auto bikes date back decades—the automated transmission is about to become the next big thing. Yamaha itself has been here before, with the FJR1300AE as far back as 2006, but that bike’s YCC-S push-button transmission used hydraulics, while the new Y-AMT is an electromechanical system, and the computer-control elements have come on a long way in the intervening years.
On the right bar pod the rider can switch between manual and automatic operation. (Yamaha/)
Mechanically, the MT-09 Y-AMT is identical to the manual version, but the lack of a clutch lever and foot shifter pedal are instantly apparent. The engine is still the same 117 hp CP3 triple, and there’s no change to the cast-aluminum chassis or the adjustable suspension. The R1-derived suite of rider assists is also unaltered, including traction control and slide control. Differences emerge in the addition of new switch packs on the bars: The right pod incorporates the trigger to switch between fully automatic and manual operation of the transmission, while the left has a seesaw switch for up- and downshifts when the bike is in manual mode. Upshifts are achieved by pulling a trigger with your left forefinger, while downshifts can be made either via a button under your left thumb or by using your finger to push the trigger forward.
On the left bar pod sit a pair of triggers for manual operation. (Yamaha/)
That layout highlights the lack of an agreed standard for operating the new generation of automated manual boxes. It’s like the setup Honda uses on its DCT bikes, but BMW’s new ASA models retain a foot shifter, albeit connected to microswitches instead of a gear linkage. We’ve only seen a prototype of KTM’s version so far, but it had bar-mounted shift controls with the “up” and “down” operation reversed compared to the Yamaha. Then there are Honda’s new E-Clutch-equipped CB650R and CBR650R, which still have a standard mechanical shifter but an automated clutch.
The Y-AMT system only adds 6.6 pounds to the bike’s weight. (Yamaha/)
Unlike Honda’s DCT bikes, which have a completely different transmission to their manual equivalents and used a complex setup of twin clutches and electrohydraulic controls, adding around 24 pounds of weight, the Yamaha Y-AMT has a completely standard gearbox with the simple addition of external electromechanical actuators for the clutch and shifter. Those are wired to their own electronic-control unit, which works in harmony with the bike’s sensors, its six-axis IMU, and its ride-by-wire throttle to make for smooth shifts.
Another look at the Y-AMT gearbox. (Yamaha/)
In fully automatic mode, there are two settings: “D” for normal riding, and “D+” that lets the engine rev higher for more performance. The bar-mounted shifters can still be used to override the computer at any time if you’d prefer a different gear. The manual mode gives you full control of the shifts, and Yamaha claims that because there’s a more direct link between brain and hands than between brain and feet, you’ll be able to time them better. The lack of a foot shifter is also cited as a benefit, letting riders concentrate on adopting the ideal position for every corner without compromising to have their foot on a shift pedal. The whole setup adds just 6.6 pounds to the bike’s weight. The only other change to the MT-09 Y-AMT compared to the standard bike is the addition of Yamaha’s Smart Key System, which first appeared on the MT-09 SP and allows keyless operation of the bike if you’ve got the fob in your pocket.
The Yamaha MT-09 Y-AMT will come with keyless ignition control and a fob. (Yamaha/)
Fitting the Y-AMT setup to the CP3 triple opens the door to a host of new models with the same option in 2025 and beyond. The Tracer 9 GT+ sport-tourer and Niken three-wheeler would both get a clear benefit from the ease of use of a semi-auto, but there’s also little reason that Yamaha shouldn’t offer the system on other MT-09 derivatives including the XSR900 and XSR900 GP, the MT-09 SP, and even the YZF-R9 sportbike that’s widely expected to join the range in 2025. What’s more, we’ve already seen patents showing the system fitted to the MT-07 and YZF-R7, so other bikes with the CP2 twin including the Tracer 7, XSR700, and even the Ténéré 700 might also be in a queue to get the Y-AMT treatment. And because the system is so self-contained, with external actuators and its own computer, it should be relatively easy for Yamaha to adapt it to other bikes with conventional manual transmissions if there’s enough demand to make the R&D and tooling expense worthwhile.
2025 Yamaha MT-09 Y-AMT. (Yamaha/)
2025 Yamaha MT-09 Y-AMT. (Yamaha/)
The rider can choose between two automatic shift modes. (Yamaha/)
2025 Yamaha MT-09 Y-AMT’s TFT display. (Yamaha/)
Another view of the Y-AMT transmission and clutch. (Yamaha/)
Key to the system is an electromechanical actuator. (Yamaha/)
Transmission shafts and shift drums. (Yamaha/)
