Yamaha Tracer 9 GT+ (2025 – ) review

That Matrix LED lighting system with its ability to see ‘around’ corners and other vehicles might be a world first on a motorcycle but the cluster of lenses added to the front end of the Tracer 9 don’t do anything for the looks, there being more than a hint of angry Tarantula about its phizog. Given some of Yamaha’s design of late, maybe that was the idea. To be fair, for all the Tracer 9’s many talents aesthetics have never been its selling point, and attention should instead focus on the proven MT-09 platform, fabulous 890cc CP3 engine and incredible array of technology. Much of this was already in place from the previous 2023 model year update but, for 2025, this GT+ gets even more, most notably the Y-AMT automated shifting as standard. There are also detail changes to the frame, riding position, seat and even more electronic rider aids as well, but the styling and Y-AMT remain the real talking points, for better or worse.

For a bike built to cover big distances the Tracer 9 looks surprisingly dinky, especially compared with litre-engined alternatives like the Suzuki GSX-S1000GX and Kawasaki Versys 1100it competes with on price. The riding position has been tweaked and is relatively short and upright, which is as appealing on the commute as it is on longer days. But it’s still low enough to encourage shape throwing if you’re feeling a little sporty on a twisty back road. Seat, bars and peg position can also be adjusted to tailor the fit further, though Yamaha recommends the last two are done at the dealer. A new rear subframe meanwhile frees up another 50mm of space for a pillion, which will be good news if you tour two-up. In another neat feature the suspension automatically backs off the damping to minimum when you turn the bike off and keeps it in that configuration for the first 30 seconds after turning on to make it easier to flat foot around or get it off the stand on an incline.

If it were possible to award more than five out of five here the Tracer 9 GT+ would easily score it, such is its incredible versatility. Fundamentally small, light and easy to get along with, it’s accommodating of riders of all shapes and sizes. Small enough to thread through traffic on the commute, agile enough to fling through the twisties but still stable and comfortable enough for big motorway mileages we can’t think of a better ‘one bike to do it all’ candidate. Modifications to the bodywork and screen have further reduced turbulence, the latter power adjustable for the GT and GT+ and, in its raised position, successfully reducing wind blast to a little more than a gentle background flutter. The saddle has also been redesigned to be taller on top but more arched on the sides to make it easier to get your feet down, and we had no complaints after some long days on the road. GT and GT+ trim also score you hard-case panniers, the fixing points neat enough not to spoil the looks when you’re not using them. Heated grips are also included, the radar cruise another brilliant feature you’ll learn to love on motorways even if it’s reserved for the GT+.

Changes to the fabulous 890cc CP3 triple are thankfully detail, and mainly focused on beefed-up gearbox internals. The 119 horsepower might trail some bigger-engined rivals but the zesty power delivery more than compensates, and combined with a relatively light kerbweight, the Tracer always feels fast and willing. With torque to haul from tall gears but a real appetite for revs at the top end this engine does it all, its wicked rasp only adding to the fun. The lack of a clutch lever takes a little getting used to but you quickly adapt to the twist-and-go take-off, and the system cleverly regulates the clutch in low-speed situations. Mapping is generally good, though we did get some early upshifts on corner exit and it can clunk going down from second to first as you pull up to the lights. But you can always shift yourself via the manual mode and small rocker under the left switch cube. Not always when you intended, though, given it’s right next to the similarly sized indicator switch meaning we kept downshifting when leaving roundabouts instead of cancelling the indicators. Not ideal. Nor were we especially keen on the linked braking, which uses inputs from the IMU and radar to add braking force when the bike thinks it might be helpful. Usually it isn’t, the sensation of the brake lever pushing back against your hand robbing you of vital information about how much front-end grip you have, and one example of the tech being more hindrance than help.

For a sensible, upright all-rounder the Tracer 9 GT+ has a wickedly sporty side to it as well, and can be chucked around like the MT-09 with which it shares its fundamental platform. Only a Triumph Tiger Sport 800 comes close in terms of smiles per hour, the Yamaha hitting back with a more sophisticated aluminium frame, fancy electronically adjustable damping and a sportier feel. As standard you get a choice of two settings via the configurable rider modes on the screen, with further custom options if you really want to drill down. A pity these are only accessible via the supporting app, though. Preload can also be manually adjusted, the rear getting a handy remote dial for quickly adapting the set-up for luggage or a pillion. While suspension travel is shorter than the Triumph, and more road-focused than adventure bike in its ambitions, it feels impressively plush in the stock setting, with the option to firm it up when the going gets sportier with one press of the mode button. The damping can even self-adjust via input from the IMU to mitigate pitching when changing gear or braking, this also linked to the radar cruise control for straight and level running even when the bike is adjusting its speed itself. Clever!

True, the GT+ is a sophisticated bike and packed with tech and features. But that doesn’t come cheap, and it’s the best part of a five-grand step up from the base Tracer 9 to this GT+. Pays your money and all that, the Man Maths helping justify that if you really are buying it as one bike to do it all. Beyond that the relatively keen weight and seemingly modest power output compared with heavyweight rivals should mean more life out of tyres, chains and other consumables.

The MT-09 platform and CP3 engine are all well proven across the many and various bikes using them, ditto cycle parts like brake calipers, suspension components and the rest. So, few fears about the oily bits. Whether the myriad electronic systems controlling them will be as dependable in the long-term is less clear, and there’s no escaping this is a very, very complicated motorcycle. We’ll take heart in the fact Yamaha knows what it’s doing, and generally builds dependable bikes.

Once the initial 600-mile check is done you’ll need to book in for a service every 6,000 miles or annually, whichever comes first. Given how suited the Tracer is to commuting and big days in the saddle that might have you rocking up at the service desk of your Yamaha dealer well before the year is up, which is something to bear in mind. With all those gizmos the reassurance of an above-average three-year warranty is a plus, too.

We’ve covered much of the tech already but, to bring it all into one place the GT+ has everything you’d hope for in a modern motorcycle. And more! The Matrix LED lighting is a first, the radar-monitored cruise control doubles up as a forward collision warning which, combined with blind-spot alerts and an incredible array of systems to control side slip, front-wheel lift, braking and more makes this about as safe a motorcycle can get. New features for 2025 include Back Slip Control, which basically works like an electronically controlled slipper clutch to reduce off-throttle rear-wheel lock-up. All of this is fully configurable in the many and various rider modes as well, though it seems needlessly complicated to double up and have separate ones for when you’ve selected automatic shifting on the Y-AMT. Fully connectable with your phone, a one-year sub to on-screen Garmin-powered mapping is also included, meaning you can you’re your handset away in the neat charging compartment on the fairing rather than having it clamped to your bars. While clearly not a bike for Luddites even the most technophobic of riders will appreciate the easy interaction with the many and various menus and systems via the neat joystick control on the left switch cube. A pity the unit carrying this and the controls for gears and indicators was a bit loose on the bars on our test bike, though.

Sure, it ain’t pretty. And we’re not completely sold on the sometimes unwelcome interventions of the linked braking system. Other than that the Tracer 9 GT+ really can do it all, and is as fun and effective on the Monday to Friday commute as it is nibbling at the heels of sports bikes through the twisties on a Sunday blast. Come the summer you can then load it up and go touring on it as well, the tech there to support you in all weathers and riding situations. Fast, fun and incredibly versatile, if it were our money we’d keep a bit more of it in our wallet and stick with manual gears on the regular GT, or swerve the gimmicks and enjoy the brilliant base bike with the entry-level Tracer 9. But if the idea of (or need for) automated shifting appeals Y-AMT does it as well as any we’ve yet tried, and adds yet another technical string to the Tracer 9’s bow.