Road test of YamahaTracer 9 GT 2025 Will Petit Tourisme become Grand?

On a piece of advertising found on the shores of America, the crisp name FJ-09 sounds like a confession on this crisp paper. The American name of the Tracer's debut heralded a miniature descendant of the FJ 1200 / 1300 family. Time ran out, and the Tracer 9 created a family of its own.

Emerging from the mountain, the sun gently erases the shadows of the Tracer 9 GT's large jowls before glinting in the many focal points of its jaw. Her gray skin has already warmed up, while the rustle of the 3-cylinder accompanies the rise in temperature. She's already eager to ride, seems ready to take on even the shortest roads, and isn't shy in the face of a very tall order: to be THE Yamaha tourer. Since R1m, it's the Tracer 9 that wields the scepter of travel. But can they overcome the spectre of a large-displacement line and offer everything you'd expect from a machine of this calibre? The Tracer 9 GT 2025 will attempt to answer that question.

Let's get down to business! The new-generation Tracer is the talk of the town, with its new headlights sprouting like mushrooms. What's more, the big cover (where the radar of the GT+ version is hidden) doesn't lighten the style. Quite the opposite, in fact, to the small, tapering eyes on the upper part. Polyps aside, the Yamaha is undeniably a serious motorcycle whose size inspires confidence and mileage. Too serious, in fact: the colors are sad. The black with gold fork is a good match for a CSP+ suit, but hey... The Tracer family has offered us fresher moments in the past - the blue of 2017, the reds of the standard Tracer 9 or the "R1M replica" of the premium versions (still available on the GT+).

As it has evolved, the big Tracer has gained in finish and equipment. In fact, it's overflowing with them, like a top-segment tourer. So it has a duty to offer a first-rate appearance. This is the case, with serious assembly, a strong quality aspect, a Yamaha-standard finish and an attractive seat cover; but there's still work to be done on the handlebar cables and on-board storage.
The glove compartment is well designed to hold your phone, with a charging socket and a space sized just for it. Except that to open it, you have to turn the handlebars to free up space, then grope for the open button. Once you've mastered the maneuver, you realize that's all it's good for, that the phone won't budge from it (it prevents you from touching it while riding, as 3/4 of people in cars do), and that it's useless for storing change, your credit card and a sachet of powdered water. As for the suitcases, you need to perform multiple operations to use them:
- unlock the central locking system
- press the release button
- pull the opening plate
And after that, you have to go back 3 times to fit your helmet, given the very particular shape of the cases. In short, it takes 3 times longer to put your stuff away.

Since the 900 Tracer of 2015, and from the birth of the MT-09 at the end of 2013, the CP3 range has built its reputation and success largely on the fiery temperament of its 3-cylinder. Time has passed, imposed standards and increased the bike's displacement... but its joie de vivre has not been tempered.

Contact. Well, not yet. It's cool to keep the key in your pocket. Except that the Keyless sometimes takes a while to unlock. My old-fashioned side is not a fan of this system (I like keys).
Then the engine starts up. Once started, the melody is both present and swaying. The atrocious exhaust system softens the noises. Quickly set to idle, its screech speaks volumes. Calm but impatient, rustling, it no longer has the growl of yesteryear. This is reflected in the driving experience. Supple and well-mannered, it allows you to shift into any gear without hesitation. It provides consistency even before the mid-range, and then you can enjoy its power without restraint. Between the weight and Euro5+, it seems a little less aggressive. But it's no more boring. It's always a pleasure to tease it, to play on its character to relaunch at every corner exit. Insist a little more on releasing his verve at the top of the rev counter. It gives and gives to its heart's content. There's nothing to throw away about this engine! Although my personal preference is for the very first 847 cm3 CP3, as spirited as a punk-pop-rock teenager. Today, it's got a suit, 43 cm3, 119 horsepower and shows it off with great enthusiasm. The dynamic young executive, as they say.

Powerful, playful, not gluttonous. He gave us an average of 5.6 liters per 100 during our test. In order to gauge his effort in terms of pure speed, we took a detour to Germany to hook up a 225 speedometer, set at 205 km/h on the GPS. A more than respectable score, given the aerodynamic drag of the windscreen and suitcases.

When it came out in 2015, the Tracer 900 had some slack in its legs. That's no longer the case since the Tracer 9, which is much more rigorous in its handling. The newcomer is no exception to the rule. Top speed alone makes all the difference. Gone are the days of weaving, hesitation and plastic shock absorbers. From now on, you'll be able to go fast on fast lanes as well as in curves, no questions asked.

However, the first feeling is not so clear-cut. When you first pick it up, the bike doesn't look like a model of lightness. However, it does have some major assets: a well-built chassis and forged rims. It only takes a handful of bends to feel lighter than it is, with a cocktail of neutrality and obviousness to place it naturally in the curve. Its liveliness is not demonstrative, in favor of healthy, predictable handling.

In this way, the latest Tracer demonstrates its commitment to serene riding in all circumstances. The chassis is clearly focused on stability, almost too much so. The 3-cylinder's natively playful character would appreciate a slightly more engaging front end when riding hard. All the more so as the front end is precise, easy to position and gives a good grip on what's going on under the wheel. The Bridgestone T32s willingly contribute to this pleasure.

Let's draw a parallel with the FJR 1300: 5 years after its arrival on the market, it could be fitted with a semi-automatic robotized gearbox, the YCC-S. Almost 20 years later, the Y-AMT system has taken over. More complete, lighter and more adaptive, it enables the Tracer 9 GT to offer greater performance, ease of use and driving pleasure. Completely? Well, not quite.

Let me give you the brief again. With Y-AMT, two servo-motor modules manage clutch and gear shifting. So, no more left-hand lever, no more selector, all-automatic or manual/sequential modes - let's not go into the technical side of things, let's concentrate on the practical.
Once the engine is running, the day begins with a flick of the index finger on the trigger located under the left-hand commodo. The foot hasn't moved; the first gear engages. The bike waits, quietly, then a little throttle is applied and the electronics gradually and gently release the clutch. Shifting into gear is very natural, and bluffly smooth. Instantly, the system surprises, reassures and conquers. We begin our discovery with mode D (all-auto and quiet) for city driving. Here, the gearbox is at its best. It shifts very early, at around 4,000 rpm, when driving is smooth, with excellent synchronization of gear shifting and clutch management when starting, stopping and slowing down. On streets and avenues, there's no need to worry about the transmission: the Y-AMT manages everything, and very well. The machine and, above all, its robotics have just scored big points.

As you move away from the buildings, the gearbox can also rev up and modulate gearshifts according to your excitement on the gas pedal. So it's not "cushy" in D and "nervous" in D+; it varies its behavior in both modes according to that of the right hand.

But the Y-AMT is not without its faults. The electronic intelligence is less convincing in dynamic riding. It frequently shifts gears at an angle, when it's not really necessary. Above all, this is done less smoothly than during our urban drive. On the straights, where you want to make the engine and the gear speak loud and clear, the boiler goes off to conquer the high revs with gusto, then the gearbox upshifts in a flash, but only gives back the watts after a brief moment's hesitation. As a result, you don't get the same seamless acceleration as with a shifter, but a mini racket each time. A phenomenon that spoils the thrust - but is much less noticeable in manual modes.
We'd also like the gearbox to drop 12 gears when you screw the handle like a piglet. Forget this kind of eccentricity; the Y-AMT will take its time to react. On the other hand, downshifting is flawless, transparent and fluid. Makes you wonder why the gearbox doesn't do the same on the way up.
In town, the Y-AMT looks like an experienced co-pilot; outside, it looks like a motorcyclist with an A2 license in his pocket for a week. Except that with this system, it's impossible to stall.

Let's not kill it too much either. There's a tendency to systematically compare it with Honda's DCT, which is smoother and more responsive. But that's a mistake! The technologies are not really comparable. DCT is a type of dual-clutch gearbox, whereas Y-AMT is an add-on module to an existing gearbox. Yamaha's system is fresh on the market, whereas the Dual Clutch Transmission has been fine-tuned regularly for 15 years, and Honda worked on it for some ten years before bringing it to market (on the 1200 VFR). What's more, DTC is 3 times heavier and twice as expensive.
We'll be talking about it again in two software generations, and I'm sure that Yam's tech' will impress even the most skeptical. Especially as it's more quali' on the MT-09.

After stifling in the city, then soaking your feet during the break at Lac d'Aiguebelette, it's time to make the short detour back to enjoy the setting sky. As you climb aboard, the immediate impression is one of a seat that's a little firm, but capable of keeping you on your feet for a good couple of hours. The wide saddle welcomes you flat out, while the footrest/seat/handlebar triangle tilts the position slightly forward. Arms and legs take their place naturally, in the simplest possible relaxation. All goes well on board, from the start until a couple of hours on the road. Then a few itches appear. The front edges of the saddle gently strain the adductors, gradually causing stiffness in the thighs - a pity, as this was the only discomfort we felt during our test ride.

As we saw earlier, the Tracer 9 phase IV introduces matrix headlights. This technology has been in use on cars for some time, but has never been used on motorcycles before. Coupled with a series of sensors, including a camera on the nose, the headlights are designed to disperse light according to the environment, obstacles, passing traffic and other surprises during night-time rides.
Well, let's check it out. We headed for St-Jean-de-Maurienne at 11pm to take advantage of the cool, low-traffic, multi-adaptive lighting.
It's quick and obvious: the Tracer 9 lights up really, really well. The beam it produces allows you to see a long way under full headlight, with a good safety margin in codes. Luminosity is excellent, broad, even and diffused like a piece of white sunshine in suspension, floating between the road and a man-height ceiling.
However, I didn't see the stunning, adaptive effect that Yamaha presents. I was expecting something bluffing... in any case, something more striking. So, it's certainly one of the best lighting systems I've ever seen on a motorcycle; but not enough to revolutionize the planet.

This little ride was an opportunity to appreciate the backlighting of the commodos. Unlike Chinese motorcycles, where the bulbs light up the outlines of the buttons, the Tracer illuminates the symbols, making them easier to read in the dark. The eye is not disturbed and sees the information. The blinkers, however, are not entitled to this delicacy. Yamaha must surely have confidence in the intuitiveness of its controls.

Eating dozens and hundreds of kilometers in a day is only conceivable with good protection. Otherwise, it's going to be a short evening, and the next day will be a lot less fun than the first. Once you've settled into a low gear and a quiet road, a little selection with the thumb and joystick is all it takes to play with the bubble's electric mechanism. Once up, you don't need to touch it again: your chest and helmet are well protected, with little swirl and the sound of the wind enveloping you without confronting you. The fairing panels also do a good job of protecting the legs. Overall, the fairing/handguard/windscreen combination is as effective as you'd expect from a good road-going trail bike; without reaching the level of a true GT (wider, more enveloping, heavier). In short, its protection is more suited to its class than to its label.

Yamaha has always stood out for its braking. Not only for its efficiency, but also for being the only major manufacturer to use Advics calipers. For enhanced handling and safety, the Tracer 9 entrusts the job to these compatriot calipers, cornering ABS and a coupled system. Its effectiveness is felt as much in the dynamics as in the fingers. When gripping the lever, the rider quickly senses that the rear end is being "pulled" by the brakes, which stabilizes the ride and allows the front end to sink only slightly. The UBS system modulates pressure according to the bike's behavior and deceleration; in fact, you can feel slight differences in pressure in the lever when the system is in action. The Tracer shares its work with fine sensations, in addition to a very present efficiency, powerful but not aggressive, with a very modulating bite without being sporty.

At Yamaha, as at all major manufacturers, the abundance of riding aids has no longer been the privilege of sportbikes. Now, trail bikes are just as prickly as track bikes. Entering the menus and sub-menus of the Tracer 9 GT quickly brings this home. An Airbus, with functions and settings on every floor. However, navigation is pretty well done. The impression of a labyrinth quickly disappears after a short manipulation session. You touch a bit of everything, validate, come back, understand the path fairly quickly and finally, the interface guides you subtly. Some functions can be quickly accessed while driving, to limit loss of attention. The joystick is a great help in this respect, enabling you to switch between bubble settings and graphics fairly quickly. The same goes for the Driving Modes, where the MODE button lets you simply switch from one character to another.

Most of the test was carried out with D and D+. The absence of a clutch lever and selector "naturally" encouraged us to drive in automatic mode. However, the ride is a little more pleasant in manual mode. This is partly because the gearbox hesitates less, but also because you feel more in control of the bike. However, the electronics are always watching. If you forget to downshift when approaching a stop or when riding at low speed, the Y-AMT overrides your lack of responsiveness to do the job. It will also prevent you from over-revving. In the end, with Manual mode, you don't suppress automation; you put it to sleep.

The Tracer 9 offers 3 main riding modes. Rain, Street and Sport. The differences in behavior are there for all to see, allowing you to choose a driving rhythm with enough power from the engine and enough suppleness from the suspension, or more dynamism from each component. In Sport, the damping is firmed up enough to feel the road and strongly limit undulatory movements. On the attack, the Yam doesn't become disjointed, remaining firm and willing without being a piece of wood. It's incredibly stable and homogeneous, allows itself to be driven very naturally, and ultimately rides with the efficiency of a mid-size BM - i.e., it does the job perfectly, without being gutsy or truly playful. An impeccable CV, where there's no messing about or impertinence in the hobbies. I keep telling you: the Tracer has become serious.

But maybe that's just what a lot of people wanted from it. For fun, there's the MT-09; for the track, the R9; for the road....... you get the idea.

Let's go back to that late afternoon and alternate between Street and Rain.
No, not Rain. It only makes sense in the rain.
Let's ride in Intermediate Mode, which is generous enough in power and smoother in damping. Freer, with almost mellow hydraulics, the Kayaba elements are pleasant, allowing you to enjoy the kilometers... they jiggle a little when you start attacking again, but still limit your movements when they "understand" that the chassis is starting to take some strain.

Not everyone will be satisfied with the predetermined settings. Don't worry, there are two customizable Modes in the silicon brain. And that's when the (yellow) giggles begin - allow for a little time, experience and a book. Because the Tracer 9 GT lets you adjust traction control (3 levels), glide control (3 levels), nose-up control (really useful?), throttle response (4 levels), engine braking control, and suspension according to 4 laws. A1 for a firm ride, A2 for road use and softness, then C1 or C2 for personal settings of rebound and compression (except preload, which is manual). Arghh, touching the suspension is not as accessible as the other elements. Fiddling with C1 or C2 conditions can only be done from a phone. Impossible to adjust while riding and feel the immediate benefit. On some Austrian bikes, there's a knob on the fork tubes..

Wait, the Yam' hasn't shown everything. It's a road bike - so it has cruise control and a speed limiter, both very intuitive to set up. The presence of an IMU also enables it to have a hill-start function. Finally, if you want to go far, very far, or even further, GPS navigation can be displayed on the large, very pleasant 7-inch screen. To do this, you need to install the Garmin Motorize app (free).

To celebrate its 10th anniversary, the Yamaha Tracer 9 has become more accomplished, and has transformed itself from a streamlined roadster into a road-going semi-trailer. An evolution with far-reaching consequences on price. A basic Tracer 9 remains "reasonable", asking 12,500 bales, but the bill quickly climbs to 15,700 for the GT, or even 17,000 with the Y-AMT... And it climbs to 19,000 in its GT+ definition. Hard to swallow.

In its GT version, it doesn't completely succeed in the Grand Touring exercise - especially if you consider it as such. No, this bike is not a GT, but a mid-size trail-GT packed with technology and assistance, ticking "very good" in all the boxes, "excellent" on the engine, fit to ride with you all day, every day. Its main drawback is that it has to take on Yamaha's road-going wishes. Perhaps the manufacturer is asking too much of it.