Having started its life as an MT-09 variant in 2015, the Yamaha Tracer 9 GT first saw the streets in 2018 (as the Tracer 900 GT), later entering its third generation in 2021 with a vast array of updates and improvements in hopes the Tracer series would become the pinnacle of sports touring – now, in 2023, Yamaha has thrown the proverbial ‘technology book’ at the 2023 Tracer 9 GT+, giving it radar assisted gadgetry and a new TFT screen (amongst other premium features). 

I was lucky enough to be invited along to the 2021 UK launch of the Tracer 9 GT, and absolutely loved the ride over to Wales with overnight stay at the Nick Sanders Expedition Centre – so it was fair to say I was genuinely ecstatic to be getting on the 2023 version with additional features. 

We head out to the lush new Potski Media office in the Peterborough area for a chance to swing a leg over a couple of the 2023 Yamaha range, starting on the Tracer 9 GT+, and then on the updated 2023 MT-07 – stay tuned for that review. 

The stand-out features for 2023, to name but a few, include the new radar system (which provides adaptive cruise control and radar-linked unified braking), a new 7 inch colour TFT display with smartphone integration (to replace the twin-dash that looked like the old fella from the Disney movie UP), further refinements and adjustments to the ride ergonomics and riding modes, and a 3rd generation quickshifter. 

This adds to the already serious spec on the ‘non-plus’ model, including semi-active KYB suspension, six-axis IMU with lean-sensitive rider aids, a ride-by-wire throttle, adjustable windscreen, grip heater, side cases with damping…  

In short, the Tracer GT series has practically everything you could ever want and need on a motorcycle, if not more. If only I had more than just 2 hours in the morning on it! 

Initially launched and available from January 2023 following its reveal at EICMA 2022, the 2023 Yamaha Tracer 9 GT+ is priced at £14,910 and comes in two colour options: Power Grey (as ridden), and the R1M-inspired Icon Performance.  

If looking at the monthly options, a cash deposit of £3,000 with 4,000 miles p/a PCP’d over 36 months would be £179.43 per month – with an optional final payment of £8,437.50. This was generated on the Yamaha Finance site, so your final quote may vary.  

Naturally, for a Yamaha insurance quote on one of these, head to Lexham Insurance direct. 

Against the rivals, including the Kawasaki Ninja 1000 SX Tourer (£13,499) or Kawasaki Versys 1000 SE Grand Tourer (£17,269), the Suzuki GSX-S 1000 GT+ (£13,765), KTM 890 SMT (£12,499) and BMW S 1000 XR (£15,740), and the Honda NT1100 (£12,499) - the tech-laden Tracer does sit near the top of the price scale, and there are plenty of options out there. 

Now we get to the interesting part, the 890cc cross plane triple motor. It’s the same as found in the MT-09 (and various other models, proving its versatility), the torque-rich delivery is immaculate, it has a stunning midrange across all 6 gears, and is simply addicting to ride. 

Power figures stand at 117 bhp and 93 Nm of torque, and it’s quick and light on its feet – handling the twistier countryside roads with ease. The 2023 updates bring a 3rd generation quickshifter into the mix too, which now allows you to upshift on a closed throttle or downshift on an open throttle for greater control when riding.

Simply put, it makes shifting so easy in any circumstance that you practically never need to think of using the clutch or match revs. You simply shift around the gears whenever you fancy it, even without interrupting the cruise control – it’s just buttery smooth! 

I’d say this handles like a true sports tourer should – it’s plenty lairy for backroad jaunts in ‘Sport’ mode, or set your own saveable custom configuration to do whatever you want by controlling the various electric rider-aids (all lean sensitive). Rain mode noticeably limits the application of sudden power, opting for a gentle acceleration in comparison to sports mode – which is effectively balls to the wall thrills.  

This CP3 is just pure riding joy, and matched with some serious tech it’s difficult to really fault in any way. 

We’ve seen radar technology creep its way into motorcycles over the past few years, and naturally the sports touring segment is starting to see the inclusion of these rider aids in the pricier premium models. 

First up is the adaptive cruise control, which is a helpful tool for maintaining a constant speed behind the vehicle in front. Fairly self explanatory, you can fiddle about with the follow distances via the TFT screen, and it’ll smartly utilise engine braking, and then the brakes if needing to halt progress, or apply the throttle when overtaking or noticing the vehicle in front accelerating back to the set speed. 

It will also detect if the bike is cornering via the six-axis IMU, inhibiting speed increases, and detect if the indicators are on when overtaking to smoothly accelerate. Plus, it tells the suspension to adjust the damping force and reduce pitching on braking. It’s just smart, and helps reduce fatigue on long (boring) motorway stints.

Though, it’s vital you keep your eyes on the road – it isn’t riding for you! 

Next is the unified radar-linked brake system. If the radar detects a rapidly slowing vehicle (or you approaching too fast), the brake system will auto-apply to stop your speed. I was wary of this when finding out about it, and naturally was eager to test it out on the bike in front when we set off. 

With the ACC set on an open road behind the rider in front, I accelerated to see what happened – and was met with a full orange warning screen and gentle brake application. It slowed me down to a sensible speed, though letting me be in control.

Instinctively I was thinking how this unified braking could negate my ability to dodge past a suddenly stopping car, but full control was still in my hands, and the bike cooperated if trying to adjust my lean angle a touch. Yamaha say the system will ‘intervene fully if it determines the rider’s braking inputs are not sufficient to prevent a collision’, and only if the Brake Control (BC) is turned on and you’re braking – further that it is not a collision avoidance system. 

Overall, from a limited test, it was a success, and a nice safety feature that has no doubt undergone far more rigorous testing than me giving it a few minutes on the A47. 

Fully adjustable KYB suspension is fitted to the Tracer 9 GT+, with semi-active electronic settings which will instantly adjust damping settings when out on the ride. Via the solenoid, it’s a smooth ride regardless of load on the bike – and whilst you can adjust settings in the TFT to a sportier ‘A1’ or comfy ‘A2’ to firm or soften the ride accordingly, packing the panniers with sandwiches and getting a pillion on the back won’t mean fiddling about with the menus too much. It practically glides along the road, leaving you to worry about your inputs as opposed to the dodgy road surface. 

As with the ‘standard’ GT, the frame is a lightweight Deltabox frame with die-cast thin-walls, and wet weight is 223 kg. It feels lightweight when riding along at low speed, and I noticed it was seriously easy to U-turn when going back and forth along the photo & video stop.  

Brakes are top, with a twin 298 mm disc up front and 267 mm disc at the rear. Of course, there is cornering ABS, and the brakes apply really nicely to halt progress – the rear ABS only slightly intervening and chattering away if hammering on at high speed. Initial application has a nice bite, with good room for progression. I’ve mentioned the world’s first radar-assisted braking system, so all-in I’d say the brakes are bang on. 

Overall, handling on the Tracer 9 GT+ is superb, reactive and comfortable for longer rides. 

New seat with tweaked ergonomics, adjustable between 820 mm and 835 mm, and I sat happily behind the one-hand adjustable screen for the morning on the bike.

The Tracer is notorious for a windy screen that creates a bit of buffeting at speed, but I felt like it did most of the job well. The riding position is classic tourer, perched on the bike and able to comfortably reach the bars with a tiny lean forward. I’m 6 ft 3 and it feels pretty much bang on size-wise for me – though shorter riders may be tip-toeing a tad. 

You’re given an 18.7 litre tank which will supposedly return 100 km every 5 litres, or about 230 miles. We didn’t cover enough ground to test that, but on the spirited ride the average fuel consumption read out 42.4 mpg. 

The 7 inch TFT screen is a noticeable upgrade to the previous clocks which felt a bit dated (but certainly enough for a bike), and you’re now given a really clear and smart screen to operate the many features. Heated grips are a bit of a pain to switch on, hidden away in a menu, but once you know what you’re doing it takes a few seconds to get them to the right setting. 

I’ll add that the switchgear is controlled with a little joystick, well built and easy to get on with. You have a USB socket for additional power for your own gadgets, and the pannier system comes with a nifty damping system to keep your cargo balanced on your ride – plus fits a full face lid inside. 

Lastly, as the touring weapon it is, you can also use the Yamaha MyRide app to access your smartphone through the TFT, as well as subscribe to the built-in Garmin Navigation service should you enjoy that bit of guidance on a trip. 

• Fantastic CP3 motor, torque everywhere.
• Rewarding ride, great versatile all-round option.
• All the gadgetry you could ever need. 

• Subjectively questionable style (I love the look of it).
• The screen always gets the focus of negative comments – realistically showing just how good it is. 

Superb fun. Easy to ride. Suspension is top, electronic gadgetry will help long tours, and TFT is a step up from the previous T9GT. Engine is great, torquey and power wrapped up in a triple, could cover serious distance or rip up the back roads.