yamaha tracer 900 gt tft display manufacturer

For bags, you can buy either the GT bags or oem bags for the FJR which have about 30% more capacity.  If you don"t absolutely have to have oem bags then you can get something like Givi or Shad for half the price.

“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.

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 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.

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

The Yamaha Tracer 900 (FJ-09 in North America; MT-09 Tracer in Japan, South America, Australia, and New Zealand) is a sport touring motorcycle first offered in 2015. The 3-cylinder crossplane engine comes from the MT-09 (FZ-09 in North America).

Yamaha announced the release of the MT-09 Tracer on November 4 2014 as a variant based on the popular MT-09 sports model powered by an 850cc in-line three-cylinder engine.

The MT-09 Tracer is based on the current MT-09 model that is popular for its ability to respond as the rider intends and powered by an in-line three-cylinder Crossplane Concept engine. The MT-09 TRACER was developed under the concept of a “Sporty Multi-use Bike” and is intended to provide sporty yet comfortable riding in a variety of situations, including urban riding and touring.

After 20 years producing the TDM, Yamaha Motor Company stopped the production in 2011. In 2014 rumors and photos leaked on the internet showed a new design of sport touring motorcycle with many similarities between the TDM and this new machine. In 2015 Yamaha released the MT-09 Tracer (FJ-09 in North America) developed from the MT-09 technology. Even when nobody at Yamaha mentioned the TDM during this project, many professionals and fans believed it is the direct successor.

The bike was launched as the "MT-09 Tracer" in most markets, and as the "FJ-09" in North America. From 2016, the bike was renamed to "Tracer 900" in Europe, the same year the Tracer 700 was introduced in Europe, based on the MT-07 (FZ-07 in North America). In Japan, South America, Australia, and New Zealand, it has continued with the original name of "MT-09 Tracer." Starting from the 2019 model year in the United States, it was renamed to Tracer 900. For 2021, a completely redesigned model was introduced, changing the name again, this time to "Tracer 9" (and "Tracer 9 GT" for the better equipped version).

The technology of the Tracer 900 comes directly from the MT-09, adding a partial fairing and windscreen, a bigger fuel tank, handguards, centerstand, a 12-volt power socket, on/off switchable traction control, revised fuel map, and three riding modes. It also gains a dash comes directly from to the XT1200Z Super Ténéré. The Tracer 900 utilises LEDs for the headlights, tail lights, brake lights. The handlebars are significantly higher and wider and are closer to the rider due to the seat being further forward, making for a much more upright riding position. The rear subframe is bigger and more robust and incorporates factory supports for lateral cases. The rear arm suspension is longer than the MT-09. The suspension has stiffer springs and more damping and preload than the MT-09.

Starting in 2017, the model gained the three-mode adjustable traction control and new assist-and-slipper clutch unit found on the XSR900 and FZ-09/MT-09 siblings.

Starting in 2018, Yamaha offers an up-spec model called the "Tracer 900 GT," which includes the same engine, frame, and body design as the standard Tracer, but with factory saddlebags (now color-matched) as standard, cruise control, heated grips, longer rear swingarm, an updated full-color TFT dash based on the unit from the Yamaha R1 and a new windscreen design that can be adjusted with one hand while riding instead of the older two knob system designed to be adjusted from a stop.

In 2021, Yamaha introduced a completely redesigned bike. The engine has increased in capacity and horsepower, and a new exhaust system helps meet Euro 5 emissions regulations. The frame is also completely new and so are the wheels. The swingarm is also new, and longer than the unit in the MT-09. The fairings, lighting system (based on the R1"s), TFT dashboard (2 units, side by side), hand guards, seats and tank are also new, with increased fuel capacity (from 18 to 19 liters). Both versions now include cruise control and center stand as standard. The "GT" version also includes new side cases capable of holding full face helmets, six-axis IMU with cornering ABS and lean sensitive TCS, cornering lights, heated grips and semi-active electronic suspension from KYB. Notably, the new model is lighter than the previous by 2 kg.

Brown, Roland (January 25, 2015). "2015 Yamaha MT-09 Tracer review". The Telegraph. Archived from the original on January 26, 2015. Retrieved February 21, 2017.

After making waves as a fun naked bike in the form of the MT-09, their lineup is now dominated by these versatile motorcycles which range from basic naked bikes to full-on sport touring machines. The Tracer 9 is effectively closer to the top of the tree, especially in GT trim which offers an incredible list of touring focused extras. This year they receive a couple of key updates that are sure to keep them one step ahead of the competition.

Although Yamaha doesn’t cover quite as many bases with the CP3 as they do with the CP2 (yet), they certainly put it in a fair few different bikes. Currently, we have the MT-09, XSR900, Niken, and the Tracer.

In the Tracer, it is making 117 horsepower now that it got updated to meet Euro 5 emissions requirements. The triple is more about its power delivery though, with an abundance of usable power thanks to the flat torque curve.

Like so many modern motorcycles, the Tracer 9 gets a ride-by-wire throttle. This has its pros and cons, but the biggest pro is the fact that the ECU gets far more control over the bike.

In line with the other new technology, Yamaha opted for an alternative TFT dash. Although adding another screen could get distracting, but the way they have done it seems pretty intuitive.

The left screen displays all critical data, and the one on the right will show pretty much everything else. We would hope that the right screen can pair with a smartphone, but nothing in the press release or their site suggests that is a possibility.

The Tracer GT gets a fully adjustable semi-active KYB suspension. It takes the Tracer to another level in terms of comfort and adjustability, allowing you to dial the suspension in via their new TFT dash.

The Tracer 9 will give you the Yamaha mounting point for the cases, but if you want the actual cases, you will need to get the GT model or pay Yamaha way too much money for the option.

If you really want hard cases, then this is great, and the GT model is a no-brainer. If you want to add your own luggage to the standard Tracer, then the Yamaha mounting point might be more of an obstacle than anything else.

Truly, the GT spec lives up to its name. Other manufacturers throw on some luggage and call it a GT, but Yamaha adds a laundry list of features to the bike.

Unlike the Tracer 7, the Tracer 9 and Tracer 9 GT have the same windshield and benefit from the same highly effective wind protection. It might not look particularly sleek, but it is a genuine comfort feature.

If you want bang for buck, the Tracer 9 GT is one of the best options out there. The list of features it comes with is comprehensive and rather enticing, if these are tailored to your needs.

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When released in 2015, Yamaha’s Tracer gained a reputation as a well-built, value-for-money sports tourer. For 2018, Yamaha has given the Tracer 900 an upgrade.

When released in 2015, Yamaha’s Tracer gained a reputation as a well-built, value-for-money sports tourer. A lively 847cc triple cylinder engine wrapped in a nakedbike chassis with a few upgrades for touring.

For 2018, Yamaha has given the Tracer 900 a slight upgrade; but more importantly, it has also released an up-spec Tracer 900 GT. On paper, the GT’s upgrades looked to be MoTY material, Chris Dobie attended the Australasian launch of the new model and returned singing its praises.

“Splashing out an additional $1500 for the GT over the base model is a no-brainer,” he said. It gets you all the good stuff on the base model plus a full-colour TFT dash, panniers as standard, heated grips, cruise control and an up-only quickshifter. The most significant upgrade is the fully-adjustable KYB fork and a new rear shock that’s adjustable for rebound damping and preload.

“I like the way triple-cylinder bikes produce their power and I love the sound of this one,” he said. “For $16,990, it’s bloody good value. It’s got quality TFT instruments and a new integrated pannier hanger system which is a huge improvement. I’m still not sold on the suspension, the GT is better than the base model, but it’s still a bit soft for me.”

Throughout the voting process, the Tracer GT methodically clocked up a cache of MoTY points in all criteria. Sitting above the sweet-spot five-points for build quality, it also scored into the sixes for technology and performance before peaking into the eights for value for money and riding confidence.

As each of the test team sampled the Yamaha, they came away impressed. It was appearing the latecomer to the MoTY party was in with a real shot of taking the honours.

The Yamaha Tracer 900 GT has one of the best riding positions of any sports-tourer. When you jump on this bike, everything falls perfectly to hand, and within a couple of minutes the bike feels like a comfy pair of slippers. That’s not to say the 847cc triple-cylinder engine is any slouch, quite the contrary – the engine is spirited with an good balance of power and torque which is typical of three-cylinder engines, and when coupled with the up-only quickshifter it provides a solid sports tourer-level of acceleration.

The Tracer 900 GT has upgraded suspension over the standard model, allowing the bike to steer with precision on all road conditions. The slightly longer swingarm included in this update has improved stability over the previous model. As with most factory settings, the front-end had a bit of dive under heavy braking, but that was dialled out via the fully-adjustable KYB gold front fork. The twin rotors up front were effective with good initial bite and good feedback through the lever.

SOLD -- $AVE vs NEW! Just 2,811 original miles and nicely equipped from the factory plus GIVI crashbars, thank god, as it fell over taking pictures, scratched right bag getting touched up, otherwise outstanding condition. The Tracer 900 GT (formerly called the FJ-09) comes standard with CRUISE CONTROL, HEATED GRIPS, QUICK SHIFTER, center stand, its windscreen is larger and easily adjustable with one hand, and its tail section now has integrated mounts for standard 22-liter saddlebags. A new full-color TFT display has bold, easy-to-read graphics and customizable features. "On a bike as frisky, agile and comfortable as the Tracer 900 GT, consecutive 500-mile days were a delight".