pack travel tracer 9 gt

• Harley-Davidson
• Royal Enfield
• Adventure & Dual-Sport
• Sport Touring
• Retro/Vintage
• Trikes, Sidecars & Scooters
• Buyers Guides
• New & Cool
• Electronics
• Parts & Accessories
• Books, DVDs & Other
• Latest News
• Tips & Tricks
• Rallies & Clubs
• Learning To Ride
• Other Features
• Favorite Rides
• Midwest U.S.
• Northeast U.S.
• International
• Favorite Rides & Destinations Digital Edition
• Rider Magazine
• Rider Enewsletter
• American Rider
• Woman Rider
• Powersports Business
• Market Research
• Consumer Panel
• Subscriber Login
• Customer Service

2024 Yamaha Tracer 9 GT+ Review | Road Test

When a bike wins Rider ’s Motorcycle of the Year award, as the Yamaha Tracer 9 GT did in 2021 , it’s a special machine that beat out dozens of others in the year it was selected. But every motorcycle, even very good ones, can be made better. Just two years after earning MOTY honors, we have the new and improved Yamaha Tracer 9 GT+.

What does the ‘+’ at the end of the name entail? Quite a bit, actually. Tucked under the nose of the Yamaha Tracer 9 GT+ is a new millimeter-wave radar that continuously measures distance to vehicles ahead and enables two features: adaptive cruise control and a radar-linked Unified Brake System. Also new on the GT+ are integrated ride modes, the next generation of the KYB Actimatic Damper System (KADS) electronic suspension, an updated quickshifter, a new 7-inch TFT display with simplified menus, new switchgear, and integration with the Yamaha MyLink and Garmin Motorize smartphone apps.

This fourth generation of the Tracer 9 platform – which began with the FJ-09 for 2015 and became the Tracer 900 GT for 2019 , the Tracer 9 GT for 2021 , and now the Tracer 9 GT+ for 2024 – is about refinement. It adds useful tech and smooths out a few rough edges but retains what has made the FJ/Tracer a Rider favorite for nearly a decade. As we wrote when the Tracer 9 GT won MOTY in 2021, “Thanks to steady evolution and improvement over three generations, Yamaha has demonstrated just how good a modern sport-tourer can be, especially for riders who value agility over couch-like luxury. Performance, sophistication, comfort, versatility, load/luggage capacity – the Tracer checks all the right boxes and leaves nothing on the table.”

Returning unchanged is the star of the show – the liquid-cooled 890cc CP3 inline-Triple with a crossplane crankshaft, which made 108 hp at 10,000 rpm and 63 lb-ft of torque at 7,200 rpm at the rear wheel on Jett Tuning’s dyno. The CP3 has always been an exciting engine that’s full of character, and it continues to deliver in spades. As before, wrapped around the engine is a controlled-fill diecast Deltabox aluminum frame that is both strong and light. The GT+ also has an aluminum swingarm, a steel subframe, and lightweight spinforged wheels shod with excellent Bridgestone Battlax T32 sport-touring tires. A comprehensive electronics package, 30-liter side cases, LED cornering lights, heated grips, a height-adjustable windscreen, adjustable ergonomics, and many other useful features are all part of the deal.

Since this review takes a deep dive into the new tech, I’ll cut to the chase: The Yamaha Tracer 9 GT+ gets a big gold star for being a fantastic, well-rounded, well-sorted sport-tourer. For this test, I logged over 1,400 miles in three days, and my admiration for the bike deepened with each passing mile. Although its $16,499 MSRP is $1,500 above that of the previous model, the GT+ offers a level of technological sophistication that isn’t available on another motorcycle priced less than $25,000.

Related: Yamaha Announces Updated Ténéré 700, Other Returning 2024 Models

ACC and UBS on the Yamaha Tracer 9 GT+

A millimeter-wave (mmWave) radar system emits short-wavelength electromagnetic wave signals that are reflected by objects in their path, allowing the system to determine the distance and velocity of those objects. In the case of the Tracer 9 GT+, the radar detects vehicles ahead in the same lane – it’s unaffected by vehicles going in the same direction in adjacent lanes or approaching vehicles in opposing lanes. When adaptive cruise control (ACC) is engaged, the system shows a car icon if a vehicle is detected within a certain range. If the vehicle ahead is traveling at a slower speed than that set for cruise control, the Tracer will slow to match the lead vehicle’s speed and maintain a set distance. A trigger on the left grip allows the rider to select among four set following distances, ranging from a minimum of one second to a maximum of two seconds. With the mmWave radar box tucked into a central cavity between the headlights and weighing only 7 ounces, it has minimal impact on aesthetics or overall weight.

After riding 200 miles around Boise, Idaho, during the one-day press launch, I logged two consecutive 600-mile days riding home to Ventura, California. Day 1 took me due south from Boise through the empty high desert of southwestern Idaho, down into Nevada to Eureka, and across Nevada’s basin-and-range landscape on U.S. Route 50 – “The Loneliest Road in America” – to Carson City. On Day 2, I climbed up the eastern side of the Sierra Nevada range, rode along the shore of Lake Tahoe, crossed into California, and bagged four of the highest paved Sierra passes – Ebbetts (8,730 feet), Monitor (8,314 feet), Sonora (9,624 feet), and Tioga (9,945 feet) – before cruising south on U.S. Route 395 and west on State Routes 14 and 26 to the coast.

There were few people in these wide-open spaces, and the heaviest traffic I encountered was millions and millions of Mormon crickets that covered some of the roads in Idaho and Nevada for miles. At times I shared the road with a coyote, a few antelopes, and several fast-moving pikas, their tails sticking straight up in the air as they scurried across the hot asphalt. Temperatures ranged from 50 to 100 degrees, and several desert rainstorms provided cooling relief from the summer heat.⁠

I’ve never been a heavy user of cruise control – I’d use it occasionally to give my right arm a break, to do some stretches, or to keep the bike at a steady speed while I opened or closed vents in my jacket – but I disliked having to disengage and re-engage cruise control when I came upon other vehicles in my lane. But I used adaptive cruise control for much of my 1,200-mile trip home. I’d set it to avoid the speed creep that can happen on long rides, sometimes leading to unpleasant interactions with the local constabulary. When I’d come upon a vehicle ahead of me, ACC would adjust the bike’s speed using engine braking, and then, if necessary, the front and rear brakes. If I changed lanes to overtake the vehicle, ACC would accelerate to the set speed.

ACC works from 20-99 mph in all gears, and only if traction control, slide control, and (front wheel) lift control are turned on (which they are by default in all ride modes). When using ACC’s acceleration and deceleration toggle switch, speed can be adjusted in 1-mph or 5-mph increments. Furthermore, using inputs from the 6-axis IMU (inertial measurement unit), ACC employs cornering assist (limits acceleration when leaned over), passing assist (smooths acceleration when the turnsignal is on), KADS integration (adjusts suspension damping to limit chassis pitch), and a rider warning system if following distance is too close. While all the different features of ACC may make it sound complicated, in practice it is very intuitive to use. ACC, however, is not a collision avoidance system or some sort of autopilot; the rider needs to stay engaged at all times.

The mmWave radar system also enables a radar-linked Unified Brake System that Yamaha says is a world-first technology on the Tracer 9 GT+. Using inputs from the IMU, suspension control unit, and engine control unit, the system adjusts braking and suspension forces to help keep the motorcycle under control. If the rider applies the brakes and the radar system detects an object or vehicle in the road, UBS will apply additional front/rear braking as needed, and compression damping will be increased to prevent chassis pitch. The Brake Control (cornering ABS) system must be turned on, and UBS works whether or not ACC is engaged. UBS is not an emergency braking system; it provides assistance only if the rider is already on the brakes. To support UBS and improve overall braking performance, Yamaha increased the diameter of the Tracer’s rear brake disc from 245mm to 267mm and made the rear brake pedal slightly wider with a more beveled shape.

• Helmet: Schuberth E2 Modular
• Jacket: Fly Racing CoolPro Mesh
• Gloves: Fly Racing Brawler
• Pants: Fly Racing CoolPro Mesh
• Boots: Fly Racing Milepost

I used ACC for many hours of my two-day ride home, and how it worked when I approached or passed other vehicles on the road was obvious. Perhaps because there was little traffic on the road, I don’t recall any moments of hard or abrupt braking that would have engaged the radar-linked UBS function. An icon will flash on the TFT display, similar to a traction control light flickering when rear wheel spin is being managed, but I didn’t see such an icon. Then again, if I’m braking hard to avoid hitting something, I’m focused on the road and not on the dash.

Other New New on the Yamaha Tracer 9 GT+

Whereas ACC and UBS are new features, other updates refine existing ones. The quickshifter previously allowed clutchless upshifts during acceleration and clutchless downshifts during deceleration. On the GT+, the quickshifter also allows upshifts during deceleration (e.g., to limit engine braking) and downshifts during acceleration (e.g., to assist with making a pass). Also, the quickshifter can be used when ACC is engaged.

From a user-interface perspective, two of the best upgrades on the Tracer 9 GT+ are the move from a pair of 3.5-inch TFT displays to a single 7-inch TFT display and revised switchgear. The TFT has crisp, full-color graphics, three display modes, and an anti-glare coating that makes the screen legible even in bright sunlight. Simplified menu systems are more intuitive than before, and the joystick and home button on the left grip make navigating between screens, menus, and functions easy (though occasionally I’d mistake the joystick for the turnsignal switch, which is just to the left of it). All the switches have ergonomic shapes, a tactile feel, and new backlighting.

The Tracer 9 GT+ offers Bluetooth connectivity, allowing a smartphone and up to two headsets to be connected to the bike for controlling music and phone calls. The free Yamaha MyLink app allows text messages and incoming call info to be displayed on the dash, provides weather info and alerts, and allows use of the Garmin Motorize navigation app (subscription required – $4.99/month or $39.99/year). I used both, and Garmin Motorize was especially useful because it displayed Garmin’s familiar GPS screen right on the TFT display, eliminating the hassle of mounting a separate GPS unit or my smartphone on the bike for navigation. Using the Garmin app, however, was a drain on my iPhone’s battery, going from 100% to about 50% in just a few hours. There is a USB-A outlet just below the dash, so I ran a charging cord from the outlet to the phone in my pocket as needed.

As much as I liked the features and capabilities of the Yamaha MyLink and Garmin Motorize apps, I do have a couple nits to pick. First, the Yamaha app must be paired to a smartphone via wi-fi, but when the bike is shut down (such as removing the key to open the fuel filler) and then turned back on, the bike and Yamaha MyLink app wouldn’t always reconnect automatically. Sometimes it would be just a matter of opening the app and tapping the paired device button to reestablish the connection. But occasionally it would connect and then quickly disconnect, saying “communication error.” I’d get stuck in a connect/disconnect loop until finally the app and the bike decided to start talking to each other again. When on the side of the road after a photo stop or at a gas station during a long day’s ride, such connectivity issues can be frustrating.

My other nit to pick may reflect my personal proclivities and be completely irrelevant to others. When the Garmin Motorize app is being used, a long press of the home button on the left grip switches between the main screen and the navigation screen (a short tap of the home button brings up other functions). When the navigation screen is up, only limited vehicle information is displayed: coolant temperature on the left, fuel level on the right, and along the top, speed, ride mode, gear position, quickshifter status, and one of only four data points: odometer, tripmeter 1, total travel time, and clock, which can be scrolled through using the joystick. One of my favorite data points is ambient temperature, but it’s not available on that screen.

When adaptive cruise control is engaged, ACC info replaces the engine temperature gauge on the left side of the navigation screen. Switching over to the main screen, ACC info is also shown on the left, and it replaces the vehicle info that is normally displayed on the left side of the screen. On the right side of the screen, the rider can choose three vehicle info “favorites” from among the following: ambient temperature, coolant temperature, average speed, tripmeter 1, tripmeter 2, total trip time, average mpg, instant mpg, and low-fuel tripmeter (which begins counting once low-fuel warning comes on). Three of the remaining vehicle info data points are shown on the left, and the rest can be scrolled through using the joystick but their order can’t be changed. And when ACC is engaged, the remaining vehicle info data points are not available.

Riding the Yamaha Tracer 9 GT+

Whew, that was a lot of technical info! But for those who are interested in keeping abreast of new technology, we do our best to report them. Now comes my favorite part of the review: what it’s like to ride the Yamaha Tracer 9 GT+.

As mentioned, the Tracer’s 890cc Triple is a gem of an engine. Yamaha’s “crossplane concept” design means that each crankpin is offset 120 degrees from the next, and the three cylinders fire sequentially (1-2-3) in even 240-degree intervals. The engine is versatile, remaining smooth and docile at low revs and cruising along at highway speeds with minimal vibration, but it’s ready to party with a quick twist of the throttle. Horsepower builds linearly to its peak at 10,000 rpm, while torque holds steady: 54-63 lb-ft between 3,000 and 10,200 rpm (redline is 10,500). With a max of 108 hp, the Tracer doesn’t launch out of corners like an open-class sport-tourer, but keeping revs in the sweet spot between 6,000 and 9,000 rpm will please all but the greediest power addicts.

Rather than power modes (four), suspension modes (two), and electronic rider aids (traction control, slide control, and lift control) that must be adjusted separately as on the previous model, Yamaha made the Tracer 9 GT+ more user-friendly by giving it integrated ride modes with intuitive names and presets for all of the above: Sport, Street, Rain, and a Custom mode for those who like to tinker with settings.

With an upright seating position more like an adventure tourer than a traditional sport-tourer, the Tracer 9 GT+ is comfortable for long rides and allows the rider to quickly adopt an attack stance as needed, with the wide handlebar offering ample steering leverage. With a curb weight below 500 lb, a robust chassis, and frame geometry that favors agility, the Tracer loves to dive into and out of curves and responds obediently to small inputs. Strong, responsive brakes shed speed with good feedback or stop quickly as needed, and the 6-speed transmission changes gears effortlessly with either the slip/assist clutch or the quickshifter. The adjustable windscreen and standard hand guards provide good wind protection, and the revised seat, which has a new shape and cover, is reasonably comfortable but could use more support for long days in the saddle.

We’ve been heaping praise on the FJ/Tracer platform for years, while also pointing out flaws. With each new generation, Yamaha has addressed many of those flaws while also raising the bar in terms of performance, technology, safety, and convenience. If Rider selected a Motorcycle of the Decade, the Tracer 9 GT+ would be on the short list.

2024 Yamaha Tracer 9 GT+ Specifications

• Base Price: $16,499
• Warranty: 1 yr., unltd. miles
• Website: YamahaMotorsports.com
• Type: Liquid-cooled, transverse inline-Triple, DOHC w/ 4 valves per cyl.
• Displacement: 890cc
• Bore x Stroke: 78.0 x 62.1mm
• Compression Ratio: 11.5:1
• Valve Insp. Interval: 26,600 miles
• Fuel Delivery: EFI w/ YCC-T & 41mm throttle bodies x 3
• Lubrication System: Wet sump, 3.4 qt. cap.
• Transmission: 6-speed, cable-actuated wet slip/assist clutch & up/down quickshifter
• Final Drive: O-ring chain
• Frame: Cast aluminum w/ engine as stressed member, cast aluminum swingarm & steel subframe
• Wheelbase: 59.1 in.
• Rake/Trail: 25 degrees/4.3 in.
• Seat Height: 32.3/32.9 in.
• Suspension, Front: 41mm inverted fork, electronically adj. rebound & compression, manually adj. preload, 5.1 in. travel
• Rear: Single shock, electronically adj. rebound, manually adj. preload (remote), 5.4 in. travel
• Brakes, Front: Dual 298mm discs w/ 4-piston radial calipers & ABS
• Rear: Single 267mm disc w/ 2-piston caliper & ABS
• Wheels, Front: Cast, 3.50 x 17 in.
• Rear: Cast, 5.50 x 17 in.
• Tires, Front: 120/70-ZR17
• Rear: 180/55-ZR17
• Wet Weight: 492 lb
• Load Capacity: 407 lb
• GVWR: 910 lb

PERFORMANCE

• Horsepower: 108 @ 10,000 rpm (rear-wheel dyno)
• Torque: 63 lb-ft @ 7,200 rpm (rear-wheel dyno)
• Fuel Capacity: 5.0 gal.
• Fuel Consumption: 45.9 mpg
• Estimated Range: 230 miles

RELATED ARTICLES MORE FROM AUTHOR

2025 indian scout review | video, 2024 husqvarna svartpilen 801 preview, 2024 kawasaki z500 review | video, 23 comments.

Bike of the decade, indeed!

I’ve had one of every generation (’15, ’19, ’21) and you can bet your ass I’ve got money down on the GT+ for ’24.

The bike of decade before was from 2003 till 2014 the Tiger 1050 worldwide in markets ask anyone older to tell you that and with receipts from that period as many times you want to search it in Triple Cylinder Sport Tourers my friend! Really now i cant undestand that too many people doesn’t haveing information about the old hits that 3 cylinder doesn’t bloody recognize that here in Leeds is well known even in small childs new generations that loving motocycles.

Looking forward to seeing one in the dealer showroom – hopefully the wait won’t be too long.

Does it lack torque when riding?

No, there’s a consistent amount of torque throughout the rev range.

Yes sometimes all the year-models from start till now having ignition issues the well known TCI .

Yes it haves PROBLEMS/ISSUES with TCI ignition

What do you think about the suspensions? Are they too stiff ?

The semi-active suspension is great. Very responsive to varying conditions, and there are two modes (A-1 is for sport riding, A-2 is for comfort/touring).

Thank you! After reading your review here, I bought one. Its a wonderful bike I love it. But i found the suspensions very very stiff-hard even at a2 soft mode. Is there Anything i can do about it besides adjusting the preload?

Just spent 8 Days riding 1100KM in the Alps through Germany, Austria,Italy and Switzerland with my wife on the back. The bike worked flawlessly and was a blast to ride. I want one!

👍🏼 👍🏼 $16,500 seems like an absolute bargain price when compared to whats available as “competition”. Thankfully Yamaha decided to throw all this fabulous technology at an already proven platform instead of building a completely new unproven model. Looking forward to riding one ASAP to make certain this is the bike for me. Excited to see how well this bike sells stateside. Hopefully Yamaha will have enough supply here to meet demand. 🤞🏼

In Greece is having 17,900€ it’s not cheap the front fork system is a crap in my friends video in Youtube of his brand new leaking oil in both front forks oh my! But with this money i can buy a three cylinder of MV Agusta Turismo Veloce 800 revving in high rpms and with italian quality!

You all think tgat is cheap ok here. Then the aftermarket it needs this bike is more then you spend a lot of dollars to upgrade it and finelly is overpriced understood!

Any chance they put a decent seat that is comfortable for at least a few hours? It would be nice if manufacturers didn’t play games with accessories, in particular Yamaha and an optional/aftermarket seat for the bike just bought. Yamaha routinely manufactures an optional seat and windshield for most models but it would be nice if they supplied a better seat and windshield to begin with. That said, I’m still happy with my 2019 Tracer GT but the added features of the new one are very tempting indeed.

The seat is one of the few things we dislike about the Tracer 9 GT+. The new cover material is nice, but it lacks the support needed for all-day riding.

Ok men this bike is an overrated motorcycle because is cheap and haves power from low to mid revs/minute nothing more else. A BMW S1000XR is also in same price is better in all ranges!

Triumph Tiger 900 GT is a very good opponent of Tracer 9 GT also with low HorsePower.

There are something you forgot my friend Abbegale. Before two degades agos th real king in SportTouring category here was the Triumph Tiger 955i and then in 2006 to 07 switched to a new 1050 engine the Tiger Sport 1050 that in 2018 ended the productio and then they made the new T-Plane 900cc engine that produces only 94 HP what a stupidness move from Triumph!

Now the New updated Triumph Tiger of 2024 having 106 HP and 66Lb-ft.

The new 2024 updated also having reduced by 9% fuel economy improvement and sounds like V engine wow!

Fjr owner here. Wish there was a Tracer 13 GT+. But unlikely to happen….oh well. 😉

Tiger GT Pro 2024 which has -12 HP & 3 Nm lesser from Tracer 9 GT 2024 zero differences for me that i look also guarantee from side of Triumph that is 2 years and unlimited miles and Yamaha 1 year only!

LEAVE A REPLY Cancel reply

Save my name, email, and website in this browser for the next time I comment.

CURRENT ISSUE

News & reviews, colorado legalizes lane filtering, 2024 adventure bikes with kevin duke (part 2) | ep. 69..., bmw motorrad days americas returns to barber vintage festival, oct. 11-13,....

• 7760 France Avenue South, Suite 810 Bloomington, MN 55435
• Phone: (763) 383-4400
• Subscribe to Rider Magazine
• Subscribe to Rider eNewsletter
• Contact Rider
• Advertise With Us
• Privacy Policy

© 2024 - Rider Magazine. All rights reserved.

• Account Settings

Classifieds

Bike reviews, product reviews.

• Best Motorcycle Cameras
• Best Motorcycle Earplugs
• Best Motorcycle Oil
• Best Leather Jackets
• Best Winter Gloves
• Best Sportbike Tires
• GPS Buyers Guide
• Adventure Touring
• On-Off-Road
• Sport-Touring
• Touring Scooter
• Harley-Davidson
• Royal Enfield

New Rider's Hub

Top stories.

2021 Yamaha Tracer 9 GT Review – First Ride

Yamaha's middleweight sport-tourer gets a full makeover.

Remember sport-touring motorcycles? Maybe you don’t, thanks to the rise of adventure-touring bikes cross-pollinating the genre. Well, before the craze of wanting to explore both the paved and unpaved paths of the world, there was a subset of motorcyclists who felt the call for exploration without the need to play in the dirt. Asphalt touring was one ingredient necessary to satiate the exploration hunger, but being able to get from Point A to Point B via the longest, curviest path possible was the other. Having the ability to pack a co-pilot on the back and/or assorted gear in saddlebags was further accoutrement to make the dish even sweeter.

This has always been the essence of sport-touring, and while adventure-touring bikes can get very close to the sensation, something about those big front wheels and long-travel suspension just isn’t the same.

Enter The Tracer 9 GT

Yamaha hasn’t forgotten about sport-touring, despite the fact its big and little Teneres occupy a piece of the ADV pie. What you have with the Tracer 9 GT is 100% a road-focused sport-touring bike with no pretenses of being able to hold its own off-road.

2021 Yamaha Tracer 9 GT

Speaking of 100%, the Tracer 9 GT is also 100% all-new compared to the Tracer 900 it’s replacing. Ok, well, probably more like 90-something percent new, as Yamaha says there are only a handful of parts that have carried over. Despite appearances that are very similar to the Tracer 900, the GT has a new frame to house its new, bigger engine – and all the assorted electronics to go with it. New styling and bodywork also greet the Tracer 9, its mature styling an evolution of the previous Tracer 900 and even the FJ-09 before it.

The basis of it all, of course, is Yamaha’s (also new) MT-09, a great little machine John Burns loved after his First Ride but is also one the rest of us also like a ton – so much so it came out on top of a six-way pileup of near-thousand-cc nakedbikes .

Using the MT-09 as a starting point, Yamaha surveyed owners, and potential owners, to ask them what they were looking for in a middleweight sport-touring bike. Comfort, handling, and engine performance were the top three responses. With those guiding principles in mind, we can start to dive into the Tracer 9 GT.

Normally we start reviews off by talking about the engine and work out from there. Make no mistake, the 890cc Triple in the Tracer 9 is nice, but as far as survey respondents go, their highest priority was comfort. So this is where we begin.

Sport-touring involves being able to take a corner or two, sure, but the other side of that coin is being able to relax, if you want to, as you watch the miles go by. With the Tracer 9 GT, you can change the positions of the seat, handlebars, and footpegs all relatively easily. I found my 5-foot, 8-inch self instantly comfortable in the standard settings. The faux-suede seat exudes luxury, and it’s so well padded I rarely found myself feeling the need to adjust my butt on the seat, even through corners. At 31.9 inches from the ground, I could only get my toes on the ground, but taller riders (or really any rider who wants a more commanding view of the road) can lift the seat to a higher, 32.5-inch position, without tools.

Like the MT-09, the Tracer also features two sets of threaded holes for the footpegs (low and high), with the low setting being the default. Opt for the higher setting and the pegs move 4mm rearward and 14mm higher. Not feeling the need for the extra knee bend, the standard setting staved off any protests from my knees all day.

The bars, too, can be moved 9mm toward the front of the bike and 4mm higher by simply removing and rotating the handlebar mounts – a design inspired by Yamaha’s motocross bikes. From where I was sitting, the rider triangle was just about perfect. The adjustable windscreen can be moved up or down on the fly, all with just one hand needed for operation. In its lowest setting, I found the wind would hit me right above the eye-port of my helmet, and the edge of the screen didn’t block my line of sight. Taller riders found the low setting to aim the oncoming air right at their necks or chins, so moving the screen up was perfect for them. As always, your mileage will vary.

As you’d expect, once underway the rider is sitting in a fairly comfortable pocket of air. The bolsters from the lower portions of the tank and fairing do a decent job of moving air around your lower body, though I did feel a little bit of heat hovering around my right toes. The jury is still out if this has something to do with exhaust routing or not. It wasn’t anything serious, but at times it was noticeable.

Striking the right balance on a sport-touring bike is key. You want the all-day comfort a soft suspension can provide, but when the roads get sinuous, the last thing you want is a Cadillac. Yamaha believes they’ve found that balance with the Tracer 9 GT.

It all starts at the center of the bike with an all-new frame. Well, it’s all-new compared to the Tracer 900 before it but a shared piece with the new MT-09 (this will start to be a continuing theme if you haven’t already noticed). It’s a lighter piece compared to the old Tracer 900 frame, with a minimum wall thickness of just 1.7mm, but still offers 50% more lateral rigidity compared to the outgoing bike.

To keep things more compact, the headstock is now 30mm lower than before, and the engine is mounted 5 degrees more vertical – all in an effort to scrunch everything up. Revised, solid engine mounts also help the Tracer 9 feel more planted for high-speed handling. While an engine mount might not sound like much, Yamaha reps revealed that it’s common during new product testing to have engineers take solid mounts, mark a certain shape on the mount, and cut out that shape. Afterward, test riders would report their findings, often feeling a noticeable difference.

From where I was sitting, taking a spirited ride through the local Los Angeles mountains, the chassis certainly felt composed and sure-footed. Some of the credit goes to the frame, but some of the credit also goes to the new, lighter, aluminum swingarm, now mounted between the frame rails instead of outside them (as on the previous model) for added rigidity. Measuring 60mm longer than the MT-09 swingarm, this also adds a bit more stability.

The Tracer 9 GT’s frame and swingarm didn’t raise any eyebrows, good or bad, which is to be expected, considering how dialed most motorcycle frames are these days. Of course, the other component affecting ride quality is the suspension, and when you get back to the balance of comfort versus sport, the fork and shock play a huge role.

For the longest time, trying to find that balance has always been a compromise. You either tune your suspension for touring, or you firm it up for sport riding. Electronics have completely changed the game, and it does so again with the Tracer 9 GT. KYB has stepped in with what it calls its Actimatic Damping System (KADS), which the rest of the moto community know as semi-active suspension.

Using data input from the six-axis IMU (more on that in a minute), the engine control unit, and the hydraulic control unit, the system will change the attitude of the ride in real-time by adjusting compression and rebound for the conditions (rebound only on the shock). The fork uses a stroke sensor to determine its position, while the shock uses an angular position sensor to detect its position. Like all semi-active suspension systems, it’s “semi” because spring preload is still adjusted manually.

With the KADS system on the T9, it’s further adjustable to two different settings: A-1 and A-2. The former is intended for sport riding on smooth roads, as it ramps up the stiffness the more aggressively you ride. A-2 is the comfort setting with a much softer progression in its damping. Unlike other systems, however, a “manual” mode to mimic changing your own compression or rebound clickers doesn’t exist. In practice, who actually changes their manual clickers in the middle of a sport-touring ride anyway?

Out on the roads of LA, I started the ride off in A-2 mode, as it would take a little jaunt through the city to get to the fun roads. This seemed ideal for A-2, and it was. The ride through town, with a little hop on the freeway, was pleasant and well-damped. No odd bumps or jolts made their way to my hands, legs, or spine.

Even when we arrived at the Angeles Crest Highway and carried along for quite some time, I forgot I was still in A-2 – the ride was still pleasantly comfortable while still being supportive enough for a canyon run. However, if A-1 was supposed to be tailor-made for canyon runs, then a simple (off-throttle) button tap to change settings was in order.

To KYB’s credit, the system works as advertised. As the pace picked up, so did the firmness of the suspension, both front and rear. This poses a problem, though, when the road surface is not billiard table smooth – as is the case on virtually any public road in the United States, and especially Southern California. The faster you go, the stiffer the ride and the more every single minor ripple in the road surface gets transmitted back to the bars. It never reached a point of being dangerous, but it gets jarring and unsettling quickly and instead of inspiring confidence, all it did was make me want to slow down and switch back to the softer A-2 mode. After trying both, it turns out the “comfort” setting was actually my preferred choice for both normal riding and spirited pavement blasting. Its damping progression is far less steep and much more predictable, only transmitting the bumps I need to be aware of and damping away little ripples.

Engine Performance

If you’re familiar with the latest version of the MT-09, then you’ll understand our admiration for Yamaha’s latest CP3 engine. However, if you’re coming off the previous Tracer 900 GT (or even the FJ-09 before it), boy is there a surprise for you.

By outward appearances, this would seem like the same engine, but it’s all grown up now. Gone is the 847cc Triple, as it’s now beefed up to 890cc via a new crankshaft with 3mm longer stroke and 15% “increased inertia.” In other words, a heavier crankshaft. The new pistons are forged pieces, and the fracture-split connecting rods are 1.5mm shorter than before. Putting the power to the ground is a new transmission with 3% taller ratios in the first two gears, a redesigned shift fork, updated assist and slipper clutch, and new clutch plate material. An up/down quickshifter is not only a godsend but also part of the deal.

As has become commonplace these days, different drive modes can be selected to alter the power delivery. In the Tracer 9’s case, four different modes are available. The first three all give full power, but each successive mode increasingly dampens the initial throttle input (Mode 1 being the most aggressive). In Mode 4, not only do you get the least aggressive power delivery but overall power is tapered as well.

Out on the roads, the 890cc Triple is the perfect dance partner for the tango that is sport-touring. The power is exciting without being overwhelming, and the distinct three-cylinder exhaust wail is music to anyone’s ears. Being the Tuning Fork brand, after all, Yamaha engineers actually tuned the intake and exhaust sound for maximum exhilaration. Part of this was done through uneven lengths for the three intake ducts to give a specific resonance, and part of this was done via the exhaust shape, which is not only 3.1 lbs. lighter than the Tracer 900’s, but also sounds killer, too. Hearing that wonderful exhaust note is a stark reminder that Yamaha made (and still make) music long before they made motorcycles. The auditory delight continues whenever you change gears with the slick autoblipper, as the ignition cuts between each gear (in either direction) sound like you’re piloting a YZR-M1 MotoGP bike, not a sport-tourer.

Of course, the CP3 engine isn’t perfect. At least not in Tracer 9 form. Coming off the MT-09, with its direct, snappy, and engaging throttle response, the Tracer showed a noticeable lag from on/off throttle even in Drive Mode 1, the most aggressive setting. No matter how slowly I opened the gas there was a slight delay before the power would kick in. It’s a feeling similar to turbo lag but on a much smaller scale. Once underway, the engine’s fueling reacted predictably to everything I was throwing at it. So much so I found myself switching back to Drive Mode 1 after quickly sampling the other three modes. Even during the quick rain blast we encountered on our ride, Mode 1 doesn’t throw up any surprises to warrant switching to a softer setting.

Yamaha really lit the fire in the electronics game when the 2015 R1 came out. Complete with a six-axis IMU to intelligently operate the traction control, slide control, lift control, and other functions, other manufacturers have had to really step up their game to keep pace (fun fact: Aprilia incorporated an IMU in the RSV4 years before Yamaha did it in the R1).

Six years on, and we see the trickle-down effect make its way to the Tracer 9 GT, which is now graced with a six-axis IMU that’s 50% smaller and lighter than the one in the R1. Its role in determining the motorcycle’s position hasn’t changed, and now, the Tracer 9 GT features traction control, slide control, lift control, and brake control (otherwise known as lean-sensitive ABS to the rest of us) – just like the R1.

We won’t bore you with the details on how each rider aid works, as that information has been out there for years, but with the Tracer 9 GT you can choose between two TC presets that also pre-select slide and lift control settings. Or, you can pick the TC-M manual mode to choose the exact levels of the three settings you want. Except for ABS, the rest of the rider aids can be turned off if you prefer.

I wish I could say I felt all of these rider aids kicking in at some point during the ride, but the road conditions were mostly perfect, which meant tires weren’t breaking loose, and slides certainly weren’t happening. Hell, I only experienced the ABS kick in when I deliberately smashed the rear brake lever to see what would happen. And despite the quick rain splash we experienced, instead of riding like a maniac to see if the electronic nannies would kick in, self-preservation instincts took over and I slowed down like any sane person would do.

Other Odds and Ends

As an overall package, the Tracer 9 GT hits the key points a sport-touring motorcycle needs to hit. It’s comfortable, at least for the 150-odd miles of our ride day, and even though it’s somewhat hampered by low ground clearance from the peg feelers and centerstand, you can still carry a very quick pace before ever worrying about them. And it’s all anchored by an engine that likes to have fun but is very capable of long-distance touring if that’s your thing.

Those are all attributes to admire, but this section is a shout-out (along with an occasional nitpick) to the Tracer 9 GT’s supporting cast, starting with the luggage. A sport-tourer isn’t very great without luggage and the pair of saddlebags you get with the Tracer are pretty slick – except for one thing. The bags were designed alongside the bike, so their fitment doesn’t look like an afterthought, and their full width is a hair less than 38 inches when on the bike. This allows the bike to keep a relatively slim profile.

A clever trick Yamaha incorporates is a damper inside the lower mount of the bags to soak up the various bumps the bike’s chassis will experience on a ride, but also to absorb some of the mass transfer when flicking through a set of turns. To Yamaha’s credit, these bags stay in place with hardly an annoying budge or rattle. They stay perfectly solid. Bonus points for being able to use the same key for the ignition and bags.

Now, those points get taken away because, despite the fact the bags will hold 30 liters, all the assembled test riders struggled to fit their helmets inside the case, with only one person able to shove their medium Shoei in a bag and shut it. I couldn’t get mine to fit, and the other folks (mostly wearing Arais) had no luck either.

Without dwelling on the luggage too much, let’s appreciate the cruise control and five-gallon fuel tank, which Yamaha claims can get you 240 miles down the road before needing to fill up again – assuming you keep your throttle hand in check. These are basically must-have items for sport-touring, and the Tracer’s cruise control is active at a minimum of 31 mph in as low as fourth gear.

Stopping power from the twin 298mm discs up front and four-piston radial calipers were more than adequate, but won’t pop your eyes out of your head. A new radial Nissin master cylinder helps provide a nice amount of feel and power through the lever, but rubber brake lines dull some of that sensation. Nonetheless, they work well enough.

Another interesting side note are the spin-forged wheels developed by Yamaha. First seen on the MT-09, spin-forging basically takes a cast wheel and places it on a jig that spins. A burner on one side introduces heat to the wheel while a roller on the other side shapes the wheel. The combination of simultaneous heat and pressure eventually turns out a wheel with minimal wall thickness while still being as strong as before. In the Tracer’s case, its wheels are 1.54 lbs lighter per set, with a minimum wall thickness of 2mm compared to 3.5mm previously. That may not sound like a lot to some, but traditionally true forged wheels were how you shaved weight…while adding cost.

Speaking of cost, at $14,899 the Tracer 9 GT comes in reasonably priced for all the comfort and performance it offers. Although it’s worth pointing out the 2021 Aprilia Tuono V4 isn’t considerably more at $15,999. Whether or not the two are worth comparing is debatable, but nevertheless, what you get with the Tracer 9 GT is a sport-tourer with a firm grasp of each end of the S-T spectrum. With comfort, handling, and engine performance as its three main guiding principles, Yamaha has done a fine job hitting each target without getting too deep in one at the expense of another.

• Wonderfully comfortable
• That engine packs a punch
• Cruise control, 5-gallon tank, and integrated saddlebags!
• Slight delay picking up the throttle
• A-1 suspension mode is basically worthless on bumpy US roads
• There’s a decent chance the saddlebags won’t swallow your full-face helmet

• Helmet: Shoei RF1400
• Suit: Aerostich Men’s R-3 One Piece Suit
• Airbag: Alpinestars Tech-Air 5
• Gloves: Alpinestars SP-2 v2

Shoes: Alpinestars Faster 3 Rideknit

We are committed to finding, researching, and recommending the best products. We earn commissions from purchases you make using the retail links in our product reviews. Learn more about how this works .

Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here .

Troy's been riding motorcycles and writing about them since 2006, getting his start at Rider Magazine. From there, he moved to Sport Rider Magazine before finally landing at Motorcycle.com in 2011. A lifelong gearhead who didn't fully immerse himself in motorcycles until his teenage years, Troy's interests have always been in technology, performance, and going fast. Naturally, racing was the perfect avenue to combine all three. Troy has been racing nearly as long as he's been riding and has competed at the AMA national level. He's also won multiple club races throughout the country, culminating in a Utah Sport Bike Association championship in 2011. He has been invited as a guest instructor for the Yamaha Champions Riding School, and when he's not out riding, he's either wrenching on bikes or watching MotoGP.

More by Troy Siahaan

Join the conversation

I remember back when Yamahas had the best styling of the Big 4 by miles. So many beautiful designs. Now it's fugly on fugly on fugly.

515 lbs with bags at 100 hp at the rear wheel, and what is with that throttle delay? 0-60 time? Why buy this?

Find your Motorcycle

Specs classifieds, popular articles.

2025 Indian Scout Review – First Ride

What’s the Worst Name for a Motorcycle? – Question of the Day

Metzeler Roadtec 02 Tire Review

Top 5 Maxi-Scooters

Special Edition Vespa Celebrates Piaggio's 140th Anniversary

You may also be interested in.

2024 MV Agusta Enduro Veloce – First Look

Bagger Racing: Do You Dig It? – Question of the Day

Are Parallel-Twins Really That Boring? – Question of the Day

2021 Yamaha Tracer 9 GT First Ride - Video

2024 Yamaha Tracer 9 GT+ And Ténéré 700 First Look

Best Sport-Touring Motorcycle of 2021

2024 Yamaha Tracer 9 GT+ Review

2023 Yamaha Tracer 9 GT+ Review – First Ride

Friday Forum Foraging: 2002 Honda RC51 SP2

2024 Royal Enfield Shotgun 650 Review – First Ride

Safety Recall: Essential Safety Information for BMW R 18 Series Owners

Voom Rolls into Florida

2024 Harley-Davidson Road Glide and Street Glide Review – First Ride

The 390 Adventure Project – Day One in the Dirt

Gallery: Riding the Royal Enfield Himalayan in the Himalayans

2024 Honda CBR600RR Returns To The US…The Old One, Not The New One

Would You Watch a MotoGP Version of Formula 1: Drive to Survive?

2024 Harley-Davidson CVO Road Glide ST Review – First Ride

• Reviews Home
• Motorcycle Reviews
• Product Reviews
• Racing News Home
• Road Racing
• Features Home
• Advanced Riding
• Motorcycle Track Guides

Yamaha Yamaha Tracer 9 and Tracer GT 2021 road test and review

SINCE 2015 the Tracer has been the sensible one in the otherwise lairy Yamaha MT family, with the GT model adding a bit more sophistication alongside it since 2016.

New 2021 Yamaha Tracer 9 and Tracer 9 GT Revealed

New 2021 yamaha tracer 9 and tracer 9 gt revealed | all the specs, features, and details.

They’re important models for Yamaha, with nearly 65,000 units shifted since the first Tracer was launched. That’s given the Tracer and GT a 44% share of what Yamaha (and probably no one else...) describes as the ‘Upper Mid-sized Versatile’ segment of the market.

We’ve already ridden the MT-09, and liked it a lot, but how do the new Tracer 9 – and the higher spec Tracer GT - shape up? Only one way to find out – let’s go for a ride...

Price and rivals

Probably the closest direct rivals to the Tracer 9 and GT are Triumph’s Tiger 900 GT and GT Pro.  Conveniently for comparison purposes, they’re new triples (888cc to the Tracers’ 889cc – they even share more or less the same bore and stroke), similar weights, with two comparable levels of spec, and aimed at a broadly similar audience – experienced riders wanting the best of big adventure bikes (toughness, comfort, long distance and two-up ability and good ride quality) without the downsides (huge seat heights, high running costs, unwieldy parking and maneouvrability).

The Tracers have a bit more torque, but a fair bit more power – the Triumphs peaking at around 94bhp next to the Yamahas’ 117bhp. Unless you’re using the top third of the rev range all the time though, they’re broadly similar on real-word performance. The Tiger 900 GT has cornering ABS and traction control, cruise control and a single 7in TFT screen vs the Tracer 9’s twin 3.5in displays. It has heated grips as standard as well, which the Tracer 9 lacks, and a useful couple of litres extra fuel capacity. At £11,400 it’s a fair whack more than the Tracer 9’s £10,199, but it’s arguably better finished, and has better quality suspension as standard.

The Tiger GT Pro is closer in spirit to the Tracer GT. It takes the standard GT spec and adds smartphone connectivity, a centre stand, LED lights, a quickshifter and heated grips. It has electronic semi-active suspension, but only at the rear. On the other hand, it has a tyre pressure monitoring system and heated rider and pillion seats as standard. At £13,100 it’s 900 quid more than the Tracer GT.

It’s basically straight from the MT-09, which we covered in depth when we rode it a couple of weeks back . But let’s a have a quick recap. At first glance the engine looks the same, but under the skin it’s heavily updated. The most obvious change is clear from a quick glance at the spec sheet - an extra 3mm on the stroke to take capacity up by 42cc to 889cc. Mo’ cubes is always a good strategy, especially when emissions rules are stifling your options to make more power by other means. That longer stroke gives a slightly less manic feel to the engine, as mentioned above, and it’s aided by a significantly heavier crankshaft, which gives more of a flywheel effect to the engine, making it a bit less snappy than before.

The fuel injection system is heavily revised, with new injector banks squirting fuel more or less directly onto the tops of the intake valves, rather than further upstream in the inlet tracts. This is claimed to improve fuel atomisation and reduce the amount of fuel that resists combining with the incoming air and simply ‘sticks’ to the intake tract wall. The final link in the dynamic chain is a change in gear ratios for first and second, both of which become slightly talller, to damp out the previous model’s often criticized snappiness from low revs in low gears. Before I forget, the clutch is revised too, for a lighter lever feel and less of a clunk on downshifts.

With an extra 42cc over the outgoing Tracer models, you might expect the new one to have more power and torque. You’d be right, but there’s not a lot in it as far as power’s concerned, with around 3% more shove at the top end. Left to their own devices, no doubt Yamaha’s engineers could have gleaned more than that, but the new bike has to hit the new and much stricter Euro 5 emissions and noise regs, so that’s meant they’ve had to compromise. Of more interest than the power though, is a significant torque increase – a claimed 6% extra, which also comes in around 1000-1500rpm lower down the rev range.

Peak torque is now around 7000rpm but you’ve got a wide range, with significant shove from as low as 4000rpm. That makes the new engine much more flexible – you don’t need to chase high revs to make quick progress and you’ve always got good drive from relatively low down. All of that is identical between MT and Tracer. In addition, Yamaha say there’s absolutely no difference in the engine mapping or anything else either. So it’s a bit of a surprise to find it feels.. not completely different, but different enough to make you think there must be something else going on.

It’s still plenty powerful enough to have a lot of fun, and grunty enough to ride like a big scooter if you wish, but where the MT is snappy, eager and always trying to wheelie under hard acceleration (think boisterous puppy jumping up at you all the time), the Tracer feels more controlled, slightly muted (like the same dog a few years later, still up for chasing the ball but not quite so exuberant). It still pulls hard, no question, but it felt to me as if it had been geared up slightly, and it would have made perfect sense for Yamaha to have trimmed a couple of teeth off the rear sprocket or added a tooth at the front  – it would give more relaxed cruising, for a start.

Yamaha claim the new Tracer has exactly the same theoretical fuel consumption as the MT, at 5 litres per 100km, which equates to about 56-57mpg. We didn’t get a chance to verify that on our 150km loop, but since we were mostly ragging it in lower gears on super-twisty roads it wouldn’t have been representative anyway. Under similar conditions the MT-09 averaged about 42mpg, which wasn’t bad for that sort of use, and I reckon it should be easy enough to get a reliable 50mpg out of the Tracer, and maybe more. With the Tracer having a slightly more useful 18 litre fuel tank (against the MT’s 14 litres), that would give you a range of around 175 miles till you were down to your last couple of litres (there’s no mechanical reserve switch, just the fuel gauge and countdown on the dash). It would still be nice to have a bit more range though.

Suspension/brakes/handling

Here’s where we have to start differentiating between the base model Tracer 9 and the GT. Standard Tracer 9 first. At first glance it’s the same set-up as the MT-09, with 41mm upside down forks and rising rate monoshock, bolted to a new chassis made by an innovative die-casting method which allows very thin walls where possibly (just 1.7mm in places) but adds extra material where needed for stiffness (claimed to be 50% stiffer laterally than the old chassis. The swing arm looks the same as the MT but is actually 70mm longer, for more stability (and fewer wheelies - booo), and the wheels are the same ‘spin-forged’ design which is claimed to allow lighter weight, thinner sections (2mm at the thinnest point of the rim, where double that would be more usual) and lower manufacturing cost. There is one significant – and slightly puzzling – difference though. The MT has fully adjustable forks, with rebound and compression being tweaked by adjusters on the tops of the right and left forks respectively, and preload adjusters both sides. The Tracer 9 has the preload adjusters, and the rebound adjuster on the right, but no compression adjuster on the left.

I can’t imagine this would represent a significant production cost saving, so it’s a bit of a mystery really. Fortunately the standard settings are pretty good for general riding. The forks have a pretty good feel in most situations, and you get decent feedback from the front tyre which was welcome on the test ride, where we were barelling into unknown corners on dusty, chilly tarmac. The rear shock’s the same as the MT’s (although possibly with different settings due to the longer swing arm and extra weight) and it’s ok most of the time, although both the shock and forks tend to be overwhelmed by bigger bumps, especially when you hit two or three in sequence. This isn’t uncommon with budget suspension that often has relatively soft springs for ride quality/comfort, and compensates with extra damping which only operates well within a fairly limited range. In summary it’s ok, but it could be better. If I were a Tracer 9 owner, I’d be looking at aftermarket options for a new rear shock once the original gets a bit tired. Preferably one with a rear preload adjuster, as the longer swing arm accentuates the MT’s tendency to flop a bit at very low speeds – a little more ride height would almost certainly help with that, and no one needs to lose knuckle skin wrestling with a shock-mounted preload collar if they can avoid it.

Now then, on to the Tracer GT. New for this year is KYB semi-active suspension front and rear. It’s not the most sophisticated system in the world – it doesn’t alter preload, for example, just damping – but it’s still a nice touch, and gives a plusher ride than the Tracer 9’s budget set-up, while also working better over a wider speed range. The system takes data from suspension travel sensors as well as from the IMU, and uses it to alter damping rates front and rear in real time. If you’re expecting some kind of magic carpet ride, then you might be disappointed – big bumps still get through, although without the jarring crash you get with the standard bike over really big hits. Within those limits though, it effectively smooths out all the rough edges, and especially the smaller imperfections in the road that you don’t really notice until suddenly they’re not there. Going from standard Tracer 9 onto the GT is like going from old gravel-dressed tarmac to a nice freshly-laid surface, as if someone’s going ahead of you, sweeping and rolling and smoothing your way.

Speaking of pillions and luggage, the Tracer’s new rear subframe is significantly beefier than before, which goes some way to explaining the Tracer’s extra weight over the MT. It’s worth the penalty though, as the max load weight (rider/pillion/luggage combined) goes up to a useful 193kg. It also allows for the use of panniers and top box at the same time, where the old model was only specced for one or the other. Don’t get too carried away though – by the time you’ve got two fully kitted people on board, that’s going to have used up most of that 193kg, so you’ll still need to pack light.

The brakes are the same as the MT-09, with radial four-pot calipers up front matched to a radial master cylinder pinched from the R1 Superbike, and a simple two-pot caliper at the rear. The front brakes are strong, with a decent amount of feel, allowing you to trail brake deep into bends should you wish. Like the MT some riders will find the feel at the lever a bit soft, but I like that for the road – it helps give you that fine control, especially over bumpy surfaces where feel for the lock-up point is more important than outright power. If you don’t like it, a harder feel at the lever is only a set of braided hoses away.

On the subject of locking up, the ABS is subtle and unobtrusive at the front, but still a bit eager to cut in at the rear, although less so than on the MT-09, thanks presumably to the longer swing arm and extra weight of the new rear subframe. Happily, I didn’t need to try the cornering ABS – and if you’d seen the giddying, rocky drops by the sides of the roads we were riding (particularly the RD952 along the Gorge du Verdon – Google it, and then go and ride it one day. You can thank me later...) then you’d have been happy not to push your luck too...

Out of our 150km test ride, I don’t think there was more than about 1km of straight and level riding – it was a struggle to find an opportunity to test the cruise control for more than a few moments, let alone get into a long-distance slouch and see how long you could sustain it - so any comments on the subject of comfort have to be viewed with that in mind. That said, the riding position felt perfectly natural for me (5ft6in on a good day), with enough leg room and a comfortable reach to the bars. The footrests are adjustable by shifting to an alternate set of mounting holes, which raises them 14mm and moves them back by 4mm. I doubt taller riders would fancy that, and although it was easy to get a scrape from the hero blobs in bends, otherwise ground clearance is good, so I’d leave them where they are. As well as moving the bars in the clamps to swivel them back and forward, you can also rotate the clamps themselves to push the bars 9mm forwards and 4mm up.

There wasn’t any opportunity to try the pillion accommodation, but the seat is bigger and thicker than the old Tracer, and the grab rail’s bigger too. To give you some idea how pillion-friendly it is, part of the photoshoot involved following another Tracer, at 40-50mph along a peg-scrapingly twisty road, with the photographer sitting quite happily hands-free on the pillion as he snapped away. Sounds normal enough, except he was sitting backwards...

As with the engine, pretty much all the rider aids are carried over directly from the MT-09, although there are slight differences between Tracer 9 and GT specifics. Taking the Tracer 9 first, it has cornering ABS – which is switchable although I doubt most owners will ever want to do so. It also has lean-sensitive traction control (TCS), but added to that it has slide control (SCS), which isn’t quite the same thing, and it also has an ‘Anti-Lift’ system to help keep the front wheel on the floor more of the time under hard acceleration.

You have a choice of 4 different engine modes (Mode 1 is full power and sharpest delivery, through to Mode 4 which makes it feel like it’s only using two out three cylinders) and three rider aid modes (TCS 1, TCS 2 and Manual), all accessed via the left hand switchgear. TCS 1 is lowest intervention on all aids, TCS2 ramps it up a bit, and Manual allows you to tailor the whole lot to your tastes, with a choice of three intervention levels for each, plus the option to turn the Slide Control and LIF off while keeping some Traction Control. There’s also an option to just turn the whole lot off, although I suspect few riders will do so. Manual mode settings are accessed via a scroll button on the right bar giving access to a sub-menu on the left hand TFT screen – once you’ve done it once, it’s easy. The right hand screen shows four parameters including fuel consumption, range, etc (you get to choose which you want to prioritise) in a nice, clear format, while the left hand screen takes care of all the ‘normal’ info – speed, revs, engine temp, modes, fuel level etc. There’s a fair bit of customisation available.

As previously mentioned, the GT adds to this with a pair of options for the semi-active suspension – A1 for a firmer, sportier feel, and A2 for a more comfortable ride.

The Standard Tracer 9 doesn’t get the MT-09’s up/down quickshifter (the GT does), but both bikes get a cruise control as standard, easily set using the same buttons on the left bar which control the engine modes. Modes are only acessed at a standstill, cruise only above 50kph/30mph, so it makes sense for the buttons to multi-task.

Both bikes come with handguards as standard, which do help a bit, but the GT has heated grips as standard too and they’re seriously effective. There are ten heat settings (controlled with the scroll wheel on the right switchgear) but with summer gloves on a chilly March morning I found anything over number five was overkill. While I remember, both Tracers have centrestands as standard – and they’re easy to use.

What we liked about the new Tracer 9 and Tracer 9 GT

• Comfort, reasonable range, practicality
• Brilliant, torquey triple engine
• Lots of tech, but still lots of fun

What we didn’t like

• Limited steering lock
• Budget suspension on Tracer 9
• Fiddly seat adjustment

If you liked the older model Tracers, then you’ll like these, no question. You’re getting the same recipe as before, with a bit of added spice in the shape of more torque and more tech. They’re both genuine all-rounders, equally suited to daily commuting, weekends away or longer two-up trips. And they wouldn’t disgrace themselves (or you) at any twisty trackday either. So there’s a lot to like, and not that much to criticise. I’d have liked a bigger fuel tank (I think anything with touring pretensions should have an easy 200 mile range) and the low speed steering is a little vague on standard settings, but I can live with that. So the question is which one to go for. I’m not exactly tech-phobic, but although the GT’s semi-active suspension is good at what it does, I think I’d probably go for the standard bike and invest in a decent rear shock and a professional fork rebuild to suit my riding style. Same with the rest of the GT’s standard bits – I can take or leave the quickshifter, and I’d probably go for aftermarket luggage. I’d definitely want the heated grips though. I’d probably end up spending the same as if I’d bought the GT in the first place but I’d know it was tailored to my specification.

However, I suspect very few people will see it that way. If prior sales are anything to go by then around three quarters of Tracers sold in the UK will be GT versions. Both models are available in bright red or Tech Camo (matt grey/black) while the GT is also available in Silver/Black/Blue.

Both models should be in dealers sometime in May. As with the MT-09 there are several accessory bundles available as dealer-fit options, ranging from the Sports Pack (which just adds a quickshifter, tank pads, number plate surround and engine guards to standard Tracer spec) through to the Travel Pack Pro which pimps either model up to the max including heated seats, tyre pressure monitoring, USB outlets and huge 50L top casewith back rest, among other bits). No prices for accessories yet.

2021 Yamaha Tracer 9 and Tracer 9 GT specs

Images - Yamaha Europe and Kevin Raymond

• Privacy Policy

• 360° View
• Specifications
• Current Offers
• Featured Accessories

TRACER 9 GT

TURN UP YOUR EXPERIENCE

Featuring an all‑new engine and premium sport touring features that come standard, the most versatile touring partner for when you're commuting or riding across the mountains.

Street Bike Demos

Test ride Yamaha Motorcycles at events near you .

Pre-Qualify Now

Get one step closer to owning the Yamaha of your choice.

2022 On-Road Accessories Catalog

Check out all of the Sport Touring accessories that Yamaha has to offer.

Moto Lifestyle Apparel

Prepare to Journey Further with our genuine Yamaha apparel

Make The Most Of Your Time On Earth

Explore new places, set new challenges and make memories that will last a lifetime.

YAMALUBE High-Performance

New Hi performance Synthetic for all on and off-road units to enhance engine performance and protection.

This site uses cookies to ensure the best browsing experience on our website. By continuing to browse the site, you are agreeing to our use of cookies. Find out more

• Specifications

TRACER 9 GT

TURN UP YOUR EXPERIENCE

Featuring an all‑new engine and premium sport touring features that come standard, the most versatile touring partner for when you're commuting or riding across the mountains.

This site uses cookies to ensure the best browsing experience on our website. By continuing to browse the site, you are agreeing to our use of cookies. Find out more

RETURN TO TRACER 9 GT HOME

2022 TRACER 9 GT

Specifications.

*Manufacturer's Suggested Retail Price (MSRP) shown. Does not include tax, title, prep or destination charges. Actual prices set by dealer. **Fuel Economy is estimated. ***Wet weight includes the vehicle with all standard equipment and all fluids, including oil, coolant (as applicable) and a full tank of fuel. It does not include the weight of options or accessories. Wet weight is useful in making real-world comparisons with other models.

TRACER 9 GT

• Tour Account ›
• Travel Forum ›
• Travel Forum
• Independent Trave...

Independent Travel to Moscow and St. Petersburg

My wife and I have traveled independently to many European countries and, after reading many of the comments in this forum, feel like we may be able to do so in Moscow and St. Petersburg as well, although we feel somewhat less comfortable than the other countries where we have traveled in Europe.

My biggest question is how much we will miss by visiting the main sites without a tour guide. In the other European countries we have visited on our own we have been comfortable and satisfied with the level of knowledge we have gained by studying and visiting on our own, although we believe a tour guide or tour company in any country would normally be able to provide greater insight than visiting a site on our own, but about in Moscow and St. Petersburg?

Any thoughts would be appreciated.

Unless you speak at least some Russian and read the alphabet it would be difficult without a guide. Very few signs in English especially in Moscow. Also not too many people speak English there.

I visited St Petersburg last Autumn for a protracted period , and did not find it anymore daunting than any other European city . As Ilja says , learning the Cyrillic alphabet is a big plus . I also found that it was fairly easy to grasp . It will , among other things , enable you to read signs with relative ease . I would answer the main part or your question ( about tour guides ) thus - I am not enamored of tour guides or tours. While I only use a tour under duress ( A sites rules prohibiting an independent visit - ie Glasgow School of Art , Municipal House in Prague , etc ) . Doing your own preparation and homework is the best way , in my opinion . My wife and I ventured through St Petersburg with nary a concern ,and made two day trips outside of the central district ( one was twenty five miles away , and no English speakers in sight ) Figuring out the logistical details , did not present any difficulties . While I never use tours , I am an inveterate eavesdropper , have done so many times , and find , that on balance , the information that they impart is fairly elementary . If you want greater detail , they are unlikely to supply it . I also prefer to go at my own pace , not being rushed and being able to dwell on things that most other visitors barely give a passing glance . If you are interested , let me know . I would be happy to provide you with information that will enable you to travel independently

Thank you, Steven. I am encouraged by your comments and feel the same way you do about tour groups. We are very much willing to prepare in advance and learn the basics of the Cyrillic alphabet to help us have a better experience.

I would be very interested in learning more about your experience in Russia and receiving any additional information you can provide on independent travel there, starting perhaps with obtaining the visa.

I am not opposed to hiring a private or small group guide for a specific site or for a day trip outside St Petersburg and Moscow, but, like you said, I much prefer the freedom of staying at places as long or short as I want and seeing the sites that interest me most. For example, neither my wife nor I are big into shopping, yet most tour itineraries leave afternoon time for just that. Not interested!

Please provide whatever you may feel would be helpful for us.

Russ , I see you are quite near San Francisco - you can start by looking at the VISA procedure , it's fairly straightforward . Since there is a consulate in San Francisco - look here http://www.consulrussia.org/eng/visa-sub1.html

And here - http://ils-usa.com/main.php

Having always traveled independently, we thought we could do a better job than any tour. How misguided (pun intended) we were. Now that we have had the experience of having someone native to the area walk us around and explain things through a personal perspective we realize how much we missed. For St. Petersburg I highly recommend http://www.peterswalk.com/tours.html . This is not a traditional guided tour, but an opportunity to receive some orientation to the area as well as insight into the "Russian soul". I think if you did this upon arrival the rest of your time would be much more meaningful. We really liked the http://www.pushka-inn.com . The location is superb (just around the corner from the Hermitage square), the rooms lovely, the included breakfast at the restaurant next door ample and overall an excellent value. We used this company to get our visa: https://www.passportvisasexpress.com/site/san_francisco_customer_service Note that it costs about the same for a 3-year visa as a one-year, and you never know if you might want to return within that more extended window of time. It is not cheap, so factor that into your planning.

If you like traveling without a guide in other countries and find this satisfying, the same will be true in Moscow and St. Petersburg. Of course it's not either/or - you can certainly take a guided walk or boat tour, for instance.

I cannot emphasize enough the importance of learning Cyrillic if you're going on your own. The book I used was Teach Yourself Beginner's Russian Script, which was great. It breaks down the alphabet into letters that are the same as English, letters that look the same but are pronounced differently, etc. It's out of print, but you can get used copies on Amazon: http://www.amazon.com/Teach-Yourself-Beginners-Russian-Script/dp/0071419861/ref=sr_1_2?ie=UTF8&qid=1459701143&sr=8-2&keywords=teach+yourself+russian+script

Russia is indeed a bit more "foreign" than say, Italy. However, in Moscow and St. Petersburg, I found enough English to be able to get by. Many restaurants had English menus and/or English speaking staff, for instance. This was most emphatically not true in Vladimir and Suzdal (two cities in the Golden Ring outside Moscow). I went with my sister, a Russian speaker, and if she hadn't been there, I would have been in big trouble. So, if you want to see places outside these two big cities, use a guided tour (even if just for that part). Also, Moscow and St. Petersburg are huge cities. Coming from New York, I wasn't intimidated, but those not used to a megacity may not be so cavalier (even I found them overwhelming at times, especially Moscow).

I found both Lonely Planet and Rough Guide to be helpful, and both to have various errors. Look at both, buy whichever one has a more recent edition, and then be prepared to have to discard some of the advice therein. Also, these places change more quickly than places in Western Europe. Be very careful of outdated advice. For instance, I was there in 2001 and 2010, so I won't give you any specifics on getting a visa - that changes constantly.

Just as a teaser, two things I saw and loved that I doubt would be included in any escorted tour are the Gorky House in Moscow (an Art Nouveau wonder) and the Sheremyetov Palace in St. Petersburg (it's now a museum of musical instruments, and the decor is amazing, particularly in the Etruscan Room).

Thanks for all the good advice. Any additional thoughts are welcomed.

One of history's seminal works pertaining to Russian history and culture and a MUST for anyone contemplating a visit or simply interested , is this fine work from 1980 - http://www.amazon.com/Land-Firebird-The-Beauty-Russia/dp/096441841X

This is about you and not about Petersburg. Do you like guided tours? We don't and didn't find that a guide added to our experience in China where we did hire private guides mostly for the logistics; it was easy to have someone drive us places. But once at a site, we didn't need the guide. I felt the same way about our 9 nights in Petersburg. We did hire a guide for the trip to the Catherine Palace again for the ease of logistics for us Olds. Here is our visit: https://janettravels.wordpress.com/2016/01/23/an-easy-trip-to-the-catherine-palace/ There are also snapshots of the Church on Spilled Blood in this photo journal. Having someone pick us up at the apartment and get us in without line ups and shepherd us through the palace steering clear of the tour groups was lovely. But we didn't need commentary because we can read and prepare.

You certainly don't need a guide for the Hermitage (we spent 4 days there), the Russian Museum, the Kazan Cathedral or Church on Spilled Blood or the Faberge Museum. We enjoyed a number of self guided walking tours including a couple from Rick Steves guidebooks. We took the canal cruise suggested by RS that had an English commentator. I would not take one without that as you will be totally clueless. The commentator was not all that good but at least we had some idea what we were seeing. So for people like us who like to do our own thing and can read a guidebook and don't particularly like to be led about, a tour is not needed. If you enjoy tour groups, then go for it. Petersburg is easy to negotiate. It helps if you can read the cyrillic alphabet and it is also useful to have the google translate ap on your phone. We found ourselves translating packages in grocery stores with it and the occasional museum sign or menu. I have one food I need to avoid and so it was handy to have the translator to talk with waiters (I could either show them the sentence, or play it for them or play it to myself and then repeat it to the waiter -- that all worked well)

Dear Russ, I cannot help you with Moscow, but about four years ago, my husband and I went to St Petersburg on our own. But, we did use a private guide for 4 half days. We both feel that our guide absolutely made our trip (we stayed 6 or 7 nights). We used a company owned by Tatyana Chiurikova, www.tour-stpetersburg.com I cannot say enough good things about her and our experience. I emailed her and we worked out a schedule/ sights that was tailored to our interests. She also offered some recommendations, which we took. The guide will meet you at your hotel. And frequently, at certain places, with the guide, we were able to skip the long entrance lines. We had an half day driving tour of the city (car, driver, & guide). You are taken to & go in places such as Peter & Paul Fortress, some of the cathedrals, etc. We had a half day with the guide at the Hermitage which ensured that we would see the major sights there. And, of course, you can stay after your guide leaves or return another day. Also, we had the guide for Peterhof (a must & go by boat) and Catherine's Palace. I hope that you will go to the website. As I said, our guide made our trip. I am positive that we would have missed quite a bit on our own everyday. And I'm sure we would have wasted a lot of time trying to get to various place.This was the best of both worlds, a guide where needed and plenty of time on our own. Whatever you do, I'm sure that you will love St Petersburg! Ashley

I am curious about the lines as we encountered no lines on our trip -- but it was in September. We got tickets for the Hermitage at machines and skipped those lines and our guide for the Catherine Palace which was our only guided experience (as noted before, chosen for the logistics of getting there) had arranged tickets and we didn't have a line, but then we also didn't see lines. We did not find lines at any other site.

Both Moscow and St Petersburg I've done on my own, that is together with the Dear Partner. I can't remember any problem getting where we wanted to go. The Metro systems are well signed, and with a little exercise and patience you can recognize the station names. With a good map and a good guide - we had the Rough Guides - that part of the logistics is solved. The language is a major problem, but the usual tricks of pointing, looking helpless, and making a joke of it all do wonders. I would hate to be led by a guide, but for others it is a comfortable thought.

We also did both cities on our own. I found the DK Eyewitness guide for Moscow has the best map. I used the one from our library (kept the book at home). Took the smaller RS book for St. Petersburg ( his book on northern cities). His map and restaurant ideas were all good. We also downloaded the Google maps in our Android Samsung tablets/phones for both cities and then could get directions to any place we typed in. The blue ball guided us everywhere. I'm sure we missed somethings by not having a guide, but we just enjoy walking around and getting a sense of a place. If you like art, The Hermitage is great. We went 3 times and still missed alot. In St. Peterburg we stayed at the 3 Mosta which we loved (quite and not far from the Church of Spilled Blood.) We also loved the Georgian food in both cities. There's a great Georgian restaurant near the 3 Mosta hotel. We're now in Belarus- very scenic. Enjoy your trip!!

This topic has been automatically closed due to a period of inactivity.

2018 Primetime Emmy & James Beard Award Winner

R&K Insider

Join our newsletter to get exclusives on where our correspondents travel, what they eat, where they stay. Free to sign up.

A History of Moscow in 13 Dishes

Featured city guides.