yamaha tracer 900 gt tft display brands

2023-01-03 12:32:11

Over three generations, Yamaha’s middleweight sport-tourer has evolved steadily, and like a shapeshifter, it has morphed between three different model names. First came the 2015 FJ-09, then the 2019 Tracer 900 GT, and now the 2021 Yamaha Tracer 9 GT.

In a world full of parallel-Twins, V-Twins and inline-Fours, an inline-Triple marches to a different drummer. It produces good low- to midrange torque as well as a top-end rush, and its sound is truly unique. The Tracer 9 GT gets the larger 890cc CP3 (Cross Plane 3-cylinder) Triple from the MT-09, which is lighter (by 3.7 pounds), more fuel efficient (by 9%), and more powerful (with 6% more peak torque).

Yamaha’s Y-CCT (Yamaha Chip Controlled Throttle) throttle-by-wire setup now uses an APSG (Accelerator Position Sensor Grip) for a smoother connection between the loud handle and the rear wheel. Fueling issues that plagued the FJ-09 were mostly solved on the Tracer 900 GT, and the Tracer 9 GT feels even more refined. A 15% increase in crankshaft inertia further smooths out on/off throttle transitions.

Yamaha’s D-Mode, which adjusts throttle response and power, now has four preset modes: 1 (sharpest response, full power), 2 (standard response, full power), 3 (mild response, full power), and 4 (mildest response, reduced power). Mode 1 corresponds to what would be called “sport” mode on many motorcycles, which is often overly abrupt, but not so on the Tracer 9 GT. Throttle response is immediate without being harsh.

Traditional sport-tourers like the Yamaha FJR1300, BMW R 1250 RT, and Kawasaki Concours 14 have curb weights well over 600 pounds. Yamaha’s claimed curb weight (without the saddlebags) is 485 pounds. When we tested the 2020 Yamaha Tracer 900 GT, it made 102 horsepower at the rear wheel. With the 43cc bump in displacement, the Tracer 9 GT probably makes 105-107 horsepower at the rear wheel.

While the Tracer 9 GT lacks the top-end rush of an open-class sport-tourer, its lighter weight makes it more responsive and agile. A new controlled-fill diecast aluminum frame is lighter and has 50% more lateral rigidity, further enhancing steering response.

The Tracer 9 GT has an upright seating position that’s more akin to an adventure tourer than the sportier ergonomics on many sport-tourers. Being able to sit up straight with no weight on the rider’s wrists, relaxed shoulders, and ample legroom makes it enjoyable to pile on the miles, and that’s what a sport-tourer is all about. The one-hand-adjustable windscreen and handguards provide good wind protection too.

Unlike ADV bikes, the Tracer 9 GT has no off-road pretensions. It rolls on 17-inch wheels shod with excellent Bridgestone Battlax T32 GT sport-touring tires. Yamaha developed a new process called “spinforging” to make the 10-spoke aluminum wheels, which saves 1.5 pounds of unsprung weight and contributes to the Tracer 9 GT’s agile handling.

Semi-active suspension, where sensors on the fork, shock, and elsewhere on the bike provide input to a suspension control unit that adjusts damping in real time, has been around for a while. On the Tracer 9 GT, the KYB Actimatic Damping System (KADS) electronically adjusts compression and rebound damping in the fork and rebound damping in the rear shock, and there are two suspension modes: A-1 (sport) and A-2 (comfort). Spring preload must be adjusted manually using a tool for the fork (it’s in the toolkit) and a remote knob for the shock.

With 5.1/5.3 inches of front/rear suspension travel, the Tracer 9 GT has plenty of available stroke to absorb bumps, seams, potholes, and other pavement irregularities. By adapting to changing conditions, the KADS suspension delivers a supple, compliant ride and it quickly firms up as needed to prevent excessive chassis pitch under braking and acceleration. That keeps the tires in contact with the ground and further contributes to the Tracer 9 GT’s sure-footed handling.

The Tracer 900 GT was equipped with throttle-by-wire, multiple modes to adjust throttle response and power, multi-mode traction control, and ABS. In addition to its new semi-active suspension, the Tracer 9 GT has a more comprehensive suite of electronic rider aids derived from the YZF-R1 sportbike. Data from a 6-axis Inertial Measurement Unit (IMU) informs traction control, slide control, lift control, and ABS, with intervention adapted to lean angle and other inputs. All of the electronics have multiple modes, and the only system that can’t be turned off is ABS, or Brake Control System (BC) in Yamaha’s parlance.

These features were standard on the Tracer 900 GT, and all are appreciated. Cruise control works at speeds above 31 mph in 4th, 5th, and 6th gears, and set speed can be increased in 1-mph increments (with a short button press) or continuously (long press). In addition to upshifts, the quickshifter now provides clutchless downshifts with an auto-blipper. And the heated grips now offer 10 levels of adjustment.

The Tracer 9 GT has full LED lighting, a 12-volt outlet behind the instrument panel, and a centerstand, which helps with chain and tire maintenance as well as loading and unloading the saddlebags. At Yamaha’s claimed 49 mpg, its 5-gallon tank should yield a range of nearly 250 miles.

The saddlebags on the Tracer 900 GT held 22 liters each. Larger saddlebags on the Tracer 9 GT hold 30 liters each, which is large enough for a full-face helmet. The bags can be left unlocked for convenient access, locked for security, or removed to carry them into a hotel room or to lighten the load for apex strafing. The lock barrels can be a little fiddly (which has long been an issue with Yamaha luggage), but with practice they work just fine.

Yamaha also beefed up the subframe to allow an accessory top box (39 or 50 liters) to be mounted along with the saddlebags, rather than the either/or setup on the previous model.

Yamaha has given the Tracer 9 GT a unique dual-panel TFT display, with each screen measuring 3.5 inches. The speedometer, tachometer, gear indicator, and other functions are on the left panel. The right panel has a grid of four smaller displays that can be customized to show the rider’s preferred info, even if the information is also shown on the left panel.

The mostly white-on-black text is crisp and clear, but some of the text is small. The TFT panels have a glossy surface that reflects sunlight and can make the screens appear too dim (brightness is not adjustable). Depending on the position of the sun, sometimes all I could see was the reflection of my riding jacket.

Yamaha upgraded the rider’s seat with higher-quality cover material and added color-matched stitching. The dual-height rider’s seat can be set at 31.9 or 32.5 inches. To suit riders of different body types or preferences, the bars and footpegs can be adjusted. Rotating the bar-riser clamps allows the handlebar to be moved up 4mm and forward 9mm, and the footpeg brackets can be moved up 14mm and back 4mm. The passenger seat is now thicker and wider, and there’s a new integrated, one-piece grab handle.

The Tracer 9 GT’s many upgrades have raised the price to $14,899, which is $1,900 more than last year’s Tracer 900 GT. For those who are cross-shopping, BMW’s F 900 XR (with Select and Premium Packages but no saddlebags) is $15,045 and Kawasaki’s Versys 1000 SE LT+ costs $18,199. More expensive, yes, but still competitively priced and no important features were left off the spec sheet. And the price is the same in either color, Liquid Metal with blue wheels or Redline with black wheels.

yamaha tracer 900 gt tft display brands

“Adventure sport touring” motorcycles have taken the place of most of the “sport touring” class of the 1990s/2000s. There has been a recent resurgence, like with the Suzuki GSX-S1000GT (and others), but bikes like the Yamaha Tracer 900 / GT and Yamaha Tracer 9 / GT are much more common, as are their competitors like the Triumph Tiger 900 range, BMW F 900 XR, and Ducati Multistrada 950 and V2.

I always liked the Yamaha Tracer 900 GT (in particular the GT). In fact, my only criticism of it was that it was a bit too easy to ride. I found it a bit unexciting, because it is so capable — there’s no difficulty in taking it to 100+ km/h on winding roads and riding non-stop between refills without ever getting tired.

So I’ve kept my eye on it. At some point I’ll get tired of trying to make the wrong bikes work and settle into an adventure sport tourer like the Tracer 900.

Now, from 2021, Tracer updated their line of CP3-driven motorcycles. The Yamaha Tracer 900 GT (along with the MT-09 and XSR900) was updated, and replaced by the Tracer 9. Suddenly the bike in its topmost spec is significantly more expensive.

There are very few manufacturers who use inline three-cylinder engines (triples) in motorcycles. The three main ones are: Triumph, MV Agusta, and more recently, Yamaha.

Finally, there’s Yamaha. Yamaha has done a wide range of motorcycle engines in the past. They’ve also done some things that few others have done at scale, like their “Crossplane” inline four in the Yamaha YZF-R1 (2009-onward), or muscle cruisers with V4 engines (the Yamaha V-Max 1200 and VMAX 1700). Like Honda, Yamaha tries some interesting stuff.

The Yamaha FZ8 is a great bike (and a great used buy, these days a bit of an unsung hero). But the FZ-09 is more powerful and lighter. It is, in the words of most owners, a wheelie machine.

The Yamaha Tracer used (and still uses today) the exact same engine as its FZ-09 stablemate. It’s the same 847 cc triple, code-named the “CP3”, tuned for the same power and same torque. I note this repeatedly because in nearly every other upright adventure sport tourer, manufacturers change the power delivery, opting for mid-range torque over top-end power.

Triumph had been making the Triumph Tiger 800 since 2010. The Triumph Tiger 800 is based on a long-stroke 799 cc triple, a longer-stroke version of the original 675 engine. The original Tiger 800 also came in a standard model and an XC, which came with more protection, 21-inch spoked rim, tubed tires, and longer travel suspension (just mentioning this as Yamaha never did this with the Tracer).

MV Agusta had announced their Turismo Veloce 800 in 2013… though it didn’t make it to the market until 2015 (slightly after the arrival of the Yamaha Tracer 900 / FJ-09). The MVATV is also powered by a triple and has roughly the same power specs as the Tracer, but generally has higher-end equipment (higher end suspension, brakes, standard cruise control, etc.). MV Agusta never went the “adventure” route.

Anyway, enough about other bikes. The first Tracer 900 (a.k.a FJ-09 in the US and MT-09 Tracer in Australia) is basically a Yamaha FZ-09 but more… all-day.

Since the first Tracer 900, Yamaha has changed the name (standardising it worldwide, eventually), released a GT version, revised internal and external bits, and changed the engine once. More on this evolution of the Yamaha Tracer below.

For 2018, Yamaha standardised the naming worldwide, calling it the Yamaha Tracer 900. At the same time, they released the Tracer 900 GT — again, with the same name worldwide. They kept this naming convention through 2020.

For 2021, Yamaha released the Yamaha Tracer 9, which is based on the updated 890 cc triple engine. The Tracer 9 and Tracer 9 GT have the same name everywhere.

Spec2015-2020 FJ-09 / MT-09 Tracer / Tracer 900 (including GT)2021+ Yamaha Tracer 9 (including GT and GT+)EngineGen 1 CP3 — 847cc inline-3 (triple), DOHC, 12-valveGen 2 CP3 — 889cc inline-3 (triple), DOHC, 12-valve

Second, we’ll look specifically at the extra things you get in Yamaha Tracer base spec vs GT of each model. This includes 2023+ Yamaha Tracer 9 GT+, which gets radar-assisted adaptive cruise control, putting it among a select few motorcycles with adaptive cruise for 2023.

SpecTracer 900 / FJ-09 / MT-09 TracerTracer 900 GT (2019-2020)Tracer 92021+ Tracer 9 GT2023+ Tracer 9 GT+Curb / Wet weight210 kg (463 lb)215 kg (474 lb)213 kg (470 lb)220 kg (485 lb)223 kg (492 lb)

Added accessoriesn/aHeated grips, side cases, center standn/aHeated grips, side cases, centre stand, protectionHeated grips, side cases, centre stand, protectionTracer 900 GT vs Tracer 9 GT and GT+ — Core changes

The headline feature (for some, anyway) in the Yamaha Tracer 9 GT is the new engine. Like its predecessor, it’s a “nearly 900 cc” inline 3-cylinder 12-valve engine with dual overhead cams, liquid cooling, and a revvy character.

Yamaha calls the Yamaha Tracer 900 / 9’s motor the “CP3” engine, meaning “crossplane three-cylinder”. The word “crossplane” is borrowed from their marketing for the 2009+ Yamaha YZF-R1 engine (also seen in the MT-10). In the inline-four engine, it denotes a different firing order to the conventional one seen in other inline fours. But the CP3 engine has an even firing order — 240-240-240 degrees between each cylinder top-dead centre, giving a firing order of bang-pause-bang-pause-bang-pause.

By contrast, the 2020+ Triumph Tiger 900 uses a more unusual, unevenly spaced firing order for their engine, which they call the “T-plane”. They say the firing order is “1-3-2”, with 180-270-270 degrees between each cylinder firing, giving a bang-short pause-bang-longer pause-bang-longer-pause.

Also like its predecessor, the engine in the Yamaha Tracer 9 GT is exactly like the one in the revised 2021 Yamaha MT-09 and 2022 Yamaha XSR900. Same engine, same power spec, same everything.

This is a different approach for Yamaha compared to other manufacturers, who usually re-tune the engine for their larger sport tourers. For example, Kawasaki re-tuned the engine in the Versys 1000, making it more torque-forward compared to the Kawasaki Ninja 1000.

Yamaha chose path three, lengthening the stroke by 3 mm, increasing the displacement, and letting Yamaha tune the motor for marginally more power and overall, much improved torque.

So overall, which is the better motor? The fact is, they’re both great. Both generations of the CP3 engine have really flat torque curves with just a bit of sport bike spunk between 6-9000 rpm if you feel like playing.

Here’s what they all look like (click through). Personally, I don’t mind the LCD, but the twin TFT is also cool, a bit like looking at the sunglasses of a fighter pilot.

The dual TFT is a pretty unique configuration in motorcycles in general as well as in the class. It gives me the feeling of looking at something other than a phone screen, which I enjoy.

The display on the Tracer 9 GT+ brings with it a couple of new tricks, like smartphone connectivity, that can let you take calls or listen to music, and integration with Garmin navigation when you have the Motorise app.

The original Yamaha Tracer 900 already had upgraded suspension compared to the MT-09 that it replaced, with increased damping, and adjustable preload and rebound damping on both the fork and rear shock. The Tracer 900 GT has higher-spec suspension again, with adjustable compression damping on top.

Like its stablemates the 2021 MT-09 SP and the 2022 XSR900, the new Yamaha Tracer 9 GT gets a six-axis IMU (Inertial Measurement Unit), which means it gets cornering ABS and traction control.

But Yamaha has been slow to add an IMU to other bikes. Others in the CP3 class have it (like the 2021+ Yamaha MT-09 and 2022+ Yamaha XSR900), but few others do.

More importantly, the other premium middleweight adventure motorcycles that are alternatives to the Tracer 9 all are equipped with an IMU. So Yamaha is in line with the competition here — and ahead in a few other aspects.

The 2023+ Yamaha Tracer 9 GT+ also gets radar-assisted adaptive cruise control, which helps you set a following distance to avoid having to constantly tweak cruising speed. See below on this.

Finally, the Tracer 9 GT+ gets radar-linked assisted unified braking (UBS, for Unified Brake System). If you turn it on, you get a some pretty nifty new safety technology.

So the Tracer 9 GT+ brakes have active systems not just for the throttle but also for the brakes. This is taking motorcycle safety to another level — though some might be wary of that level of intervention.

I always liked the Tracer 900 for being one of the more affordable middleweight sport tourers with cruise control. (See other affordable/mid-range motorcycles with cruise control.)

The 2019 model Tracer 900 GT had cruise control, though the standard model did not. But the 2021+ Tracer 9 base model (where available… not everywhere gets it) has cruise control, as does the GT, obviously.

The Yamaha Tracer 9 GT+’s new 7-inch TFT (replacing the twin TFT meters on the standard GT) has new functionality to show the status of the ACC system.

You can shift gears when using Yamaha’s ACC, as long as you use the quick shifter (which is a new-generation on the GT+). You can also do this on most other adaptive cruise control-equipped motorcycles, as long as they have a quick shifter (not all of them have one, e.g. the R 18 B / Transcontinental, and if you can do a shift while holding the clutch in for only 1.5 seconds on the R 18 B / Transcontinental, good for you!)

The adaptive cruise control system’s radars feeds as an input not just to the throttle, but also to the unified brake system (UBS). When UBS is switched on, the Tracer 9 GT+ will automatically apply brakes to avoid collisions. Next-level safety!

To keep things simple, I’m comparing the Yamaha Tracer 9 GT spec (which is the only spec available in the US and Australia — though Europe gets both) with the higher spec equivalents from other brands, and the most recent models, otherwise this would be a massive matrix.

If you’re persnickety you’ll notice I didn’t include the Kawasaki Versys 1000. It’s just a bit too big and heavy. This is despite the fact that I think of the Yamaha Tracer 9 (and other triples) as an alternative to the Versys 1000 — because the Versys 1000 is kind of unique with its four-cylinder engine.

ModelYamaha Tracer 9 (2021+)Triumph Tiger 900 GTDucati Multistrada 950 / V2BMW F 900 XRMV Agusta Turismo Veloce 800Engine890 cc triple, “CP3”888 cc triple, “T3 crank”937 cc V-twin “Testastretta”895 cc parallel twin798 cc triple

Peak power87.5 kW (119 PS / 117.4 bhp) @ 10000 rpm70 kW (95 PS / 94 bhp) @ 8750 rpm83 kW / 113 CV / 111 bhp @ 9000 rpm77 kW (105 PS / 103 bhp)81 kW / 110 CV / 108 bhp @ 10150 rpm

Special features* GT spec has standard luggage, protection, center stand, heated grips, cornering lightsS version has electronically adjustable suspension and QS* S version has Skyhook suspension, cornering lights, cruise control, quick shifter* Premium package includes active suspension, ABS Pro* Lusso for all premium features

Right away, looking at the above, what stands out is that the Yamaha Tracer 9 GT is still the value pick of adventure sport touring motorcycles. You get a LOT of features for your dollars!

The Triumph Tiger 900 GT is the first motorcycle I think of when thinking of alternatives to the Yamaha Tracer 9 — mostly because of its engine. After all, the Tiger 800 was the most obvious alternative to the Tracer 900.

The Tiger 900 motorcycles are all based around the same engine — an 888 cc triple. It’s very similar to the CP3 motor in the Yamaha Tracer 9, but with one difference — the unusual 1-3-2 (compared to the Yamaha 1-2-3) firing order, with 180 degrees between crankpins 1 and 3, then 270 degrees to pin 2, then 270 degrees back to 1. Triumph calls this “T-Plane”.

The stated goal of T-Plane is to give the bike more low-end torque without sacrificing top-end power. But you can’t forget that it just gives the Triumph motor a unique character which makes it harder to directly compare the Tiger 900 with other bikes.

The Tiger 900 GT is the road-going version of the Tiger range — the off-road/adventure version being the Tiger 900 Rally. And the GT Pro is the higher-rated version of the same bike with a few features that bring it nearly on par with the Yamaha Tracer 9 GT.

The Triumph Tiger 900 is a wonderful bike, but you can’t ignore that even though it’s higher-priced, it’s significantly down on power, and doesn’t come with active suspension. If those are important to you, give it a miss.

The Multistrada V2 is a very capable bike in base form. But the one most people would really want is the V2 S, which comes with a few basics I’m a bit miffed aren’t on the V2, like a TFT display and cruise control, or even cornering lights.

An upgrade that I’m less surprised only comes on the S version is “Skyhook” suspension, which aims to keep the Ducati Multistrada always upright, as if hanging from a hook in the sky above it. (It’s completely the opposite of the Yamaha Tracer 9 GT’s “Ground-hook” suspension, by the way.)

Anyway, the F 900 XR was also very interesting. This is BMW’s “do-all” middleweight. It has a very lively 895 cc parallel twin in a road-goading package with simple good looks and just enough spec for a wide variety of things.

I like the BMW, and it’s very easy to ride, and I’m a BMW fan. But even with the premium packages it falls a little short on spec compared to the Yamaha Tracer 9 GT. Besides which, I didn’t find the ride that thrilling — just functional.

I really like the MV Agusta Turismo Veloce for its style, but the riding experience is very similar to that of a Tracer, in part because of the triple engine. Dyno runs show them working very similarly – a wide plateau of torque from 3000 rpm to the redline.

Like I said, I’m constantly drawn back to the Yamaha Tracer. Out of all of them, now that there are a few on the used market, I’d look at a 1-2 year old Tracer 9 GT that someone bought intending to ride around the country until sense got the better of them. A bike like that would only have a few thousand Ks or miles on it and would look new, but the owners would sell it at a big discount.

A few things that make the Yamaha Tracer 9 GT a uniquely good bike to ride are the active suspension, the unique display layout (it’s what you look at all day!) and acclaimed Yamaha reliability with extremely wide service intervals to boot (42000 km / 26600 mile between valve services).

The only part where I feel a bit let down by the Tracer 9 is in style. Not in an objective sense — I mean, it’s not ugly — it just doesn’t have a style that screams at me with uniqueness or inspiration.

The best part is that the Tracer looks pretty good. It’s not going to rock your world like the latest superbike or shiny cruiser, but it looks pretty good. Anyway, enough about this.

yamaha tracer 900 gt tft display brands

Are you looking for a comfortable sport-touring motorcycle model that is completely covered in upgrades and ready-to-go straight off of the dealer sales floor? Well, Yamaha Motorcycles has got you covered with their 2022 Tracer 9 GT, you have the potential to leave the dealership with your brand new bike and never come home. It has everything you need to go the distance, and it is all neatly packaged into a single no-fuss model in Yamaha’s 2022 motorcycle lineup.

The MT-09 recently got a brand new engine update last year; as did the Tracer. Since the Tracer 9 GT is built directly from the MT-09 platform, whatever happens to the MT typically gets transferred over to the Tracer. As a result, this model is full of new updates to keep it relevant going into the bright future of sport-touring. The EU5-compliant 889 cc CP3 engine lays down a powerful 115 horsepower and 69 lb-ft of torque.

The Tracer 9 GT features a newly developed 890cc liquid-cooled three-cylinder, DOHC, four-valve-per-cylinder fuel-injected (YCC-T) engine with a downdraft intake. The bore × stroke of 78 mm × 62.1 mm and 11.5:1 compression ratio provide outstanding torque with strong power delivery characteristics. Almost all of the fundamental parts of the engine, from the pistons and connecting rods to the crankshaft, camshafts and crankcase, have all been redesigned. The combustion efficiency results in an impressive 9% improvement as well as an increased fuel efficiency to 49 MPG.

To achieve both sporty performance and excellent riding comfort, the new Tracer 9 GT adopts a newly developed lightweight aluminum frame with model-specific tuning. Using the latest Controlled Filling (CF) aluminum die-casting technology, this frame features the thinnest sections ever on a Yamaha die-cast frame at just 1.7mm.

Jointly developed with KYB® to deliver both sporty performance and a comfortable ride, the Tracer 9 GT features an electronically controlled suspension. The suspension provides optimum damping force that is based on real-time running conditions for great riding comfort and feel from the road. Based on input from the six-axis Inertial Measurement Unit (IMU), the Engine Control Unit (ECU) and the Hydraulic Unit (HU), the Suspension Control Unit (SCU) calculates the optimum settings for suspension damping. The damping adjustment mechanism is solenoid-driven which enables changes to the damping force to be reflected quickly, and big damping force changes are possible. This suspension system generates steady damping force even when the suspension piston is moving slower, which contributes to stabilizing the motorcycle’s attitude when starting from a stop as well as stabilizing the chassis attitude when accelerating, braking and cornering. The electronically controlled system controls the rebound and compression damping for the front fork and rebound damping for the rear shock.

The Tracer 9 GT features a newly developed six-axis Inertial Measurement Unit (IMU) that retains the base performance of proven IMU in the YZF-R1 but is 50% smaller and 40% lighter due to a thorough review of the sensor layout. The engine control unit (ECU) that receives and reflects the data from the IMU is equipped with three rider aids: a Traction Control System (TCS), Slide Control System (SCS) and the front-wheel LIFt control system (LIF). The Brake Control System is controlled by the Hydraulic Control Unit (separate unit from ECU) which modulates front and rear brake pressure based on data from the IMU as well as the front and rear wheel speed sensors. All three systems work together to help the rider concentrate on better extracting the machine’s potential. Each of the systems can also be turned on or off and have their levels of intervention adjusted to preference.

The compact mono-focus (separate high and low beam units) LED headlights in a twin-eye arrangement provide excellent beam spread for the Tracer 9 GT. The edges of the beam have a softer contrast to be easy on the eyes while emitting a soft and even spread of illumination. Since the Tracer 9 GT uses not one but multiple LEDs to produce light, it can project a complex distribution of illumination across a broad field. The position lights also use LEDs for a wider field of illumination while the redesigned rear lights give off a smoother plane of light. The cornering lights help improve rider’s confidence at night as the light strength grows as the lean angle increases. Following the FJR1300ES, this is the second Yamaha model to feature a cornering light system but the only one with a single LED unit per side that emits increasingly stronger source of light in a high-quality, highly functional design.

The fuel delivery system has been completely redesigned. On former Tracer 9 GTs, the fuel injectors were attached directly to the cylinder head, but the fuel injectors of the Tracer 9 GT are now attached to the throttle valve side of the throttle bodies. The injectors now spray at the back of the intake valve heads to promote atomization of the fuel and reduce adhesion of fuel particles to the port walls, producing outstanding combustion efficiency. The throttle valve is operated using the Yamaha Chip Controlled Throttle (YCC-T) electronic system which has been widely proven on YZF series models as well as the earlier Tracer 9 GT models.

The new muffler on the Tracer 9 GT contributes to a lower mass centralization and also produces a low-frequency exhaust note at low speeds. The exhaust tailpipes are left-right symmetrical which directs sound pressure to both sides of the machine, creating an exhaust note that delivers a sense of torque to the rider. The newly designed stainless steel header pipes are each given a different curvature and length for an excellent pulse effect.

The new intake system has been designed to suit the new engine and provides linear response when the rider opens and closes the throttle. The three intake ducts also contribute to the excellent engine sound at midrange and high rpm. These ducts are designed with different cross sections and lengths so that the intake sounds they produce individually resonate harmoniously at varying wavelength ranges. At the same time, the sound pressure has also been tuned to create a pleasing sound in the mid- and high-rpm range. The result is an air cleaner box that achieves both good intake efficiency and an enjoyable sound.

The Tracer 9 GT features an Assist and Slipper (A&S) clutch that has specifications selected to best match the new engine for a lighter clutch lever pull and smoother chassis behavior during downshifts.

The Tracer 9 GT’s steel subframe ensures excellent straight-line stability and cornering ability, even when outfitted with a large fuel tank and three hard rear luggage cases.

The Tracer 9 GT features a new, longer swingarm that is now located inside of the frame. It has a boxed construction formed by welding together aluminum plates. The new swingarm helps achieve both high rigidity and lighter weight, conveying the feeling of drive force to the rider and aiding with excellent traction at high speeds and when cornering.

The Tracer 9 GT employs lightweight wheels. Manufactured using Yamaha-exclusive spinforging technology, these wheels contribute to outstanding handling. With a notable 11% decrease in the momentum of inertia at the rear, these wheels make for a big contribution to the Tracer 9 GT’s agile handling character.

To provide excellent controllability, Tracer 9 GT features a new radial Nissin master cylinder for the front brake. The piston in the master cylinder moves in a direction parallel to brake lever travel, contributing to a more linear supply of hydraulic pressure for excellent controllability.

The Tracer 9 GT suspension has two modes: Sport (A-1) and Comfort (A-2). Sport mode is geared toward sporty riding on dry roads but can also accommodate wet conditions. Comfort mode is aimed at providing a comfortable ride on rough asphalt roads or roads with potholes.

The Tracer 9 GT’s next-generation style expresses not only its sporty ride but its refined mobility and functionality. The aerodynamic front fairing creates a silhouette that showcases the bike’s tightly packed chassis and powerful forward drive while perfectly integrating the functions and elements needed for a comfortable and convenient ride.

The Traction Control System (TCS) detects the difference in speed between the front and rear wheels and helps to efficiently extract drive force from the rear tire during acceleration. The new TCS on the Tracer 9 GT uses this data for the lean angle, estimated by the IMU to adjust the degree of intervention by the TCS. As the lean angle increases, so does the amount of TCS intervention (1 = little intervention; 2 = moderate intervention; 3 = strong intervention).

The LIFt Control System (LIF) intervenes when the IMU predicts front-wheel lift to adjust the engine’s output to compensate and assist the rider. On the Tracer 9 GT, the system settings are focused on providing smooth behavior once the intervention ceases. The LIFt system’s intervention is set up to work together with the other rider aids, and with Mode M, the level of intervention can be chosen manually by the rider.

The Tracer 9 GT features the Slide Control System (SCS), just like the one on the acclaimed YZF-R1. When the IMU predicts that a sideward slide is occurring at the rear tire, the SCS responds by adjusting the power output to help the rider focus on riding. The degree of intervention is pre-set for the TCS with Mode 1 and Mode 2, but Mode M allows for the level of intervention to be selected or for the system to be turned off.

The QSS on the Tracer 9 GT provides both clutchless upshifts and downshifts. When the sensor on the shift rod detects movement in the gearshift pedal, adjustments are made in the engine output according to ECU calculations to instantly cancel out the drive torque of the engaged gear to promote swifter shifting of gears.

The Tracer 9 GT’s Yamaha Chip Controlled Throttle (YCC-T) electronically governs the throttle valves, but unlike the system on former models that use a cable to relay throttle inputs via a pulley, the Tracer 9 GT features the new Accelerator Position Sensor Grip (ASPG) ride-by-wire unit that provides excellent throttle feel. With the APSG, the degree of throttle opening is detected by a sensor and magnet and reflected with signals to the throttle valve motor. For good operational feel, the APSG is comprised of a spring, slider and gear and produces varying degrees of friction (resistance) to recreate a natural throttle feel during use. The construction of the APSG for the Tracer 9 GT is the same as the one on the 2020 YZF-R1/R1M but has model-specific settings for the degree of friction and throttle opening.

The Tracer 9 GT features twin 3.5-inch full-color TFT displays. The left-hand display includes a bar-type tachometer that changes colors as rpm rises or falls, the fuel gauge, average mileage indicator, water temperature, air temperature and a gearshift indicator while the right-hand screen enables the selection of four different types of information or indicators to allow more information to be displayed at once. Switching between displays and information can be performed with the handlebar switches.

The Tracer 9 GT features a cruise control system for easy riding. Cruise control can be set when going at least 31 mph (or 50 kph) and in 4th gear or higher. After the cruise speed is set, the speed can be increased or decreased in increments of 1 mph (or 2 kph) with single pushes of the switch or by continuously holding down the switch. Cancel the cruise control by braking or by using the clutch or the throttle. The “Resume” function reengages the system and returns the bike to its previous set speed.

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Yamaha has a lot to be proud of with the three-cylinder MT motor they built nearly a decade ago. It’s gone on to power three different machines in Yamaha’s lineup (perhaps four, if rumors of the MT-09 sportbike ever come true), and has morphed from a bratty, snatchy little thing to one of lovely refinement, offering pretty much all the torque you’d ever need and then some.

This motor has sat between the frame spars of Yamaha’s FJ/Tracer 900 range since these sport touring machines came onto the scene in 2015. It’s been largely the same power unit, although the bike itself has gone through two name changes and now a third in the 2022 Tracer 9 GT.

Like the name, it’s all changed on the Tracer front for next year. This is the first ground-up refresh of the model since 2015, with the 2019 edition being more of a stop-gap version.

The 847cc motor gets boosted to 890cc for 2022, wrapped in an all-new chassis, bodywork and electronics package to bring the GT into line with a few of the more expensive offerings from Europe and indeed Japan.

I’ve always had a soft spot for the FJ/Tracer model. It’s a very capable motorcycle, if a little bland, but it’ll provide plenty of thrills for the money. Tech has never been one of its strong points but that’s changed for this year. We’ll start with the engine.

Yamaha’s reworked the intake system to give more noise, although I feel the old 2020 version had a bit more bark in that department. That’s always been a Tracer trait—that deep, burbly induction roar, which is something retained for this year, just modified.

The motor is matched to a revised Yamaha Chip Controlled Throttle (YCC-T) for smoother initial throttle openings, especially at low rpm where the pre-2022 three-cylinder motors were notoriously notchy. There’s no mechanical connection between the throttle grip and the throttle body—it’s all electronic—although Yamaha has tuned springs and tension of the throttle twist to feel as natural as possible. You’re handed four throttle/engine maps in the Yamaha D-Mode system, with level one being quite touchy and aggressive down to level four being very much on the mellow side.

The performance on offer is substantially upgraded from the previous generation GT. The extra capacity gives not just added torque but allows the motor a bit of breathing room, letting you surf the torque wave and not have to dance too much on the admittedly very smooth up-and-down quickshifter that comes as standard on the GT.

This motor is wrapped in a brand-new chassis that has the swingarm pivoting within the frame rails, rather than on the outside as per conventional FJ/GT models. This has contributed to a claimed 50 percent increase in lateral rigidity, something the rider can definitely feel when cranked over on the side of the tire. The chassis is rock solid, with a perfect amount of combined chassis flex and suspension plushness to tackle almost any terrain. This was especially true on the crappy surfaces we found on our test route up Angeles Crest highway.

Nissin still supplies one half of the brakes for the GT, and they’ve fitted a new master-cylinder to modulate the pressure fed to the Advics four-piston piston calipers and 298mm discs.

The braking system is linked, and this was something I wasn’t a fan of during my afternoon on the GT. Use the rear brake only and you’ll feel the front lever depress slightly—I would have much preferred a traditional non-linked system.

The GT now comes with a six-axis IMU that feeds information to the ECU on the bike’s bank angle and throttle position, along with brake pressure and suspension stroke. The GT has thus now formally joined the tech revolution started almost a decade ago, when Aprilia brought out the first IMU (and didn’t tell anyone about it) on the 2013 RSV4.

A1 is very stiff and only really needed if you’re hammering really quickly on smooth roads. For the afternoon I had the Tracer, I spent the majority of the time in A2 with the throttle, traction, wheelie and slide control all in level one (I have no idea why you’d need slide control on this bike, but there you go).

The modes are accessed via a funky looking split screen, twin 3.5-inch TFT dash, one that looks a bit like a robot face if you stare at it long enough. With speed on the left and all trip and ride info on the right, you’ve got plenty of space to read everything easily except for the time, which is jammed right down the bottom left of the screens. It would have been nice if you could customize what you saw on the dash and where, although I suspect that would have added a few extra bucks to the bottom line.

Yamaha’s given you plenty of options with which to customize the ride position of the new GT. I only had time for a seat height change from 31.9 inches to 32.5, but you can alter the handlebar position by 9mm forward or 4mm upwards by rotating the clamps, and you can change the footpeg position 14mm up and 4mm rearwards. This should mean riders from just above five feet tall to 6’5” can find a ride position they find comfortable.

There are lots of great features that come standard on the GT that many others will make you pay for—cruise control, heated grips, 12V power socket, twin 30L side bags, the cornering lights and quickshifter, the list goes on.

Yamaha’s given you a hell of a lot of bike for the money with the new GT. These features are backed up by a damn good ride experience, one that’s vastly improved to what it was in 2020. CN

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More than 35,000 units of the popular 900 have sold since its launch in 2015, and the GT is the natural next step for Yamaha, offering the ultimate in touring ability.

Featuring all of the 2018 upgrades, it adds a host of comfort-orientated hardware and electronics. There’s a full-colour TFT display, which shows information including gear indicator, ambient temperature, coolant temperature, current riding mode, fuel gauge and fuel consumption.

The Tracer 900GT has received the same cruise control system as the MT-10, which is easily operated from the left handlebar and can control the riding speed in 4th 5th and 6th gear when riding between 31mph and 112mph (50 km/h - 180 km/h).

The Tracer 900 will be available in Nimbus Grey and Tech Black from March 2018 and the Tracer 900GT will follow three months later in Midnight Black, Nimbus Grey and Phantom Blue.

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With the discontinuation of the legendary Tracer 900 GT, which was one of the best middleweight sports tourers of the segment, Yamaha has been cooking a brand-new motorcycle ever since. With many motorcycles like the Triumph Tiger 900 GT and the Tiger GT Pro coming in this highly competitive segment, motorcycle enthusiasts thought that Yamaha abandoned the Tracer replacement. However, the 2022 Yamaha Tracer 9 GT has been launched in the United States for a base MSRP of $14,999.

The Tracer 9 GT is a completely new motorcycle as it comes with a brand new 890cc inline-3 motor, an updated chassis, and a semi-electronic suspension system, all of which helps in offering a surreal riding experience. With the motor being carried forward from the legendary MT-09, the 2022 Tracer 9 GT is fun and involving throughout the rev range. A long list of tech and features and excellent build quality and refinement levels are on board too. Here are 10 things every motorcycle enthusiast should know about the 2022 Yamaha Tracer 9 GT.

This liquid-cooled 890cc inline-3 motor is filled with character, which was slightly missing in the older Tracer 900 GT. This sports tourer offers close to 104 hp and 62.2 lb-ft of torque, and that makes it a fun to ride proposition, both on-roads and off-road. The throttle felt lively and precise, unlike the snappy power delivery of some of the rivals.

The 2022 Yamaha Tracer 9 GT feels at home during the highway cruising. This motorcycle is an impeccable offering at cruising at legal speeds, as the engine silently putters at a very low RPM. There are no vibrations that could be noticed throughout the rev range, too.

With superb power under reserve, the Tracer 9 GT is an easy machine to do insane speed. Just twist the throttle a bit, and you would be doing illegal speeds in no time. This also helps quite a bit in overtaking. Apart from that, the upright seating position, a long windshield that completely cocoons the rider from the wind, and easy handling add to the experience.

The inline-3 symphony that the Triumphs have been quite famous for is present in the 2022 Yamaha Tracer 9 GT. This motor is a joy to listen to, irrespective of the speed the rider is doing. At lower RPMs, the motorcycle has that distinctive growl of the inline-3. The intake noise can be heard too.

At mid-range and top-end RPM, the 2022 Tracer 9 GTs underbelly exhaust sounds really good. Of the lot, it is the most beautiful sounding motorcycle, dethroning the new Tiger GT and Tiger GT Pro. If you put an aftermarket exhaust and header, the sound is going to be even more impressive, similar to that of the old Daytonas and Street Triples.

Even though the earlier Tracer 900 GT came with a decent list of gear as standard, it is nothing in comparison to the 2022 Tracer 9 GT. The main addition of this middleweight motorcycle is that it now comes with the six-axis Inertial Measurement Unit (IMU) which tremendously improves the handling and overall riding behaviors of the motorcycle.

Being a reasonably tall motorcycle, people expect the Tracer 9 GT to be a difficult motorcycle to ride around. However, the low seat height of both the rider and the pillion, coupled with the plush seats, makes the 2022 Tracer 9 GT one of the best bets of the segment in terms of comfort.

The Tracer 9 GTs instrument cluster is easily one of the quirkiest setups we have seen in recent times. It comes with two different TFT displays on either side. The left display shows all the regular details like speed, engine RPM, gear position, fuel gauge, odometer, and many more. It also displays all the relevant information regarding the ride modes.

The display on the right is entirely devoted to what the rider wants. Being fully customizable, this display can show trip information, range, average fuel economy, instantaneous fuel economy, and many more. A few warning signs occupy the upper part of both the displays too. The display is very bright and also comes with a night mode.

Coming with the brand-new lightweight aluminum frame, which is made from controlled filling aluminum die-casting technology, it is one of the thinnest and lightest chassis from Yamaha. It is incredibly strong too, and that helps in providing agility and confidence, which is often found missing in many of the sports tourers. The motorcycle dives into the corner with great precision and holds the line perfectly.

The advanced suspension setup also plays a vital role in making the Tracer 9 GT an excellent handler. The KYB semi-active suspension system for the front with upside-down forks comes with electronically adjustable compression and rebound damping. The rear end gets an electronically adjustable KYB mono-shock setup. Both of the suspensions, along with multiple riding modes, are all that is needed to make the handling of this Yamaha the best of the segment.

The ride quality on offer from the 2022 Yamaha Tracer 9 GT was found to be quite impressive. With multiple riding modes on offer (namely A1 and A2), the 2022 Tracer 9 GT showcased different characters. The A1 was more focused and that did bog down the ride quality. However, slot the motorcycle to the A2 mode and the ride quality is easily the best of the segment.

This sports tourer could easily absorb all the irregularities on the road without batting an eye. In the A2 mode, the motorcycle"s suspension was felt to be very plush, only transmitting the sharpest of the potholes to the rider. The pillion is also going to be very comfortable in this setting. The semi-electronic front and rear suspension are a boon too. In comparison, the suspension setup of the Tracer 900 GT wasn"t as sophisticated and as a result, the comfort level was lower.

Coming with the Advics 4-piston calipers with dual 298 mm discs for the front end, the 2022 Yamaha Tracer 9 GT stops on a dime. Grab the brake pedal and this sports tourer offers excellent initial bite and braking progression. The front-end dive is manageable too, even with a massive height.

The ergonomics of the entire Tracer series have always been quite remarkable. The same ethos is taken forward to the Tracer 9 GT as well. The wide and light motocross-style handlebar makes handling this 485 lbs motorcycle a breeze. As a result, riding through the congested city traffic, freeways, and off-roads are very easy.

The Tracer 9 GT gets a 2-position seat as well. This means that the seating position and height can be varied by slotting the seat into two separate positions. It is very useful for short riders as well as for taller folks. The same is the case with the footpegs, as it has 2 levels of adjustment. Adjustable windscreen, perfect rider"s triangle, and an excellent 30l hard saddle case make those long road trips very easy and comfortable.

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Yamaha recently decided to make several of its more popular models available on interest-free finance through its Yamaha Motor Finance wing (which, is, in fact, a wing of Black Horse – the company that seems to be behind financing for most manufacturers, including Triumph and Suzuki). Those models being: YZF-R3, YS125, NMAX, D’elight (Yup, first time I’ve ever heard of that scooter, as well), MT-125, MT-07, MT-09, XSR700, XSR900, Tracer 700, Tracer 900, and, of course, the Tracer 900 GT.

I’ve previously expressed my concerns about the Tracer 900 GT’s overall fit and finish – as well as its notoriously useless screen – but there’s no arguing that it’s built on an enjoyable platform and driven by a fun, workhorse engine.

Which triple is better? I’m inclined to choose the British brand, but the price is notably higher. Also, there are a few rumblings on owners forums about the reliability of the new Tiger 800’s TFT screen and accompanying electronics package.

Priced at £10,649 with luggage as standard (against the £12,050 Triumph Tiger 800 XRT, which requires that you pay extra for luggage), the Tracer 900 GT also comes equipped with ABS, traction control, riding modes, slipper clutch, quick shifter, TFT screen, cruise control, heated grips, and center stand. Damn… actually, that is a really good deal.

Genting Highlands, 27 January 2019 – Hong Leong Yamaha Motor Sdn. Bhd (HLYM) today launched its newest edition of Yamaha Big Bike series, Tracer 900 GT (the Bike). This leading class of super bike which has earned itself the name of ‘Two Sides of the Same Coin’ is very popular among the bikers in Malaysia.

The new Tracer 900 GT super bike features upright riding position and lightweight handling, designed for greater touring capability and also comfortable riding experience. The launch was witnessed by Dato’ Jim Khor, Managing Director of HLYM and Mr. Maurizio Ghezzi, Project Leader from Yamaha Motor Europe who is in charge of the development of the new Sports Tourer.

“The introduction of the Tracer 900GT is Hong Leong Yamaha’s quest to continuously innovate the mobility lifestyle of Malaysian motorcycle enthusiast”, said Dato’ Jim.

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