Yamaha Tracer 9 GT Performance Review

Today we have the pleasure of testing a Yamaha Tracer 9 GT. This super-trail-type touring motorcycle from Yamaha is a popular machine powered by the even more popular and much-loved MT-09 engine.

From the MT-09 to the XSR, and also the YZF-R9, the triple-cylinder engine has been responsible for many grins and plenty of hooliganism. But how does it fare in what is a heavier and less sporty package?

There are two major variants of this engine: an 847cc and an 890cc version. Both are fantastic and deliver similar performance. The former is a little more revvy and arguably makes a bit more power at the wheels, while the latter is lower-revving and a little more grunty.

At Motostatz, we last had the pleasure of thrashing this engine when we tested the MT-09 Y-AMT, which (if you didn’t know) is an automatic version of the MT-09.

The Tracer 9 GT we have features a conventional clutch and transmission setup, and is powered by the newer 890cc triple-cylinder engine also found in the MT-09 Y-AMT.

As you’d expect, power and torque should be in the same ballpark, with only conditions on the day and minor bike differences perhaps revealing small variations.

Yamaha claims 117 horsepower at 10,000 rpm and 68 ft/lbf at 7,000 rpm. Like with all motorcycles, we can expect to lose around 10–12% from engine to rear wheel once transmission losses are taken into consideration.

We see 109 horsepower at the rear wheel, which is a couple of hp up on the MT-09 Y-AMT. Torque is a solid 65 ft/lb, and it’s spread very nicely across the rpm range, delivering more than 50 ft/lb from as little as 3,000 rpm.

There is a slight surge in torque in the midrange that is noticeable and provides a little excitement- albeit a little subdued compared to the MT-09 due to the Tracer’s extra heft.

Yamaha Tracer 900 GT Dyno Curve

On the road, as the dyno suggests, you can expect a motorcycle that responds eagerly regardless of the gear or rpm you’re in.

Despite the extra weight over other machines that use this engine, the Tracer 9 GT still delivers litre-bike punch in most scenarios, other than perhaps right up the top of the rpm.

It is, of course, less eager and manic than an MT-09, but it still delivers as you’d come to expect – even if it’s around 20 kg heavier.

Gearing is the same as the MT-09, with revised first and second gears over the 847cc variant of the engine, and it works very well in most situations. During our ride, we did a lot of town work and some really tight twists up mountain roads before we got down to the speed testing.

Fueling as stock is very good, even in the more aggressive power modes. Punching out of hairpin bends is infinitely fun in the lower gears. Traction was great, but cold conditions meant the TC intervened subtly, though it wasn’t intrusive.

The Tracer 9 is not as rowdy-sounding as the stock MT-09, though that triple roar is still audible enough to provide plenty of acoustic pleasure.

These big trail-type tourers are actually quite capable on very tight roads. The 100-odd horsepower and sensible gear ratios make progress effortless and very accessible.

You can give it all through multiple gear changes without speeds getting too silly. On bigger roads and at lazy cruising speeds – which is perhaps where this type of motorcycle will spend a lot of time- there’s plenty of power for swift overtakes, even when blasting up an incline or carrying luggage/passenger.

At 70 mph, around 4,700 rpm shows on the tach. Just a little twist and 100 mph comes up shortly after. There’s no need to shift down to safely overtake.

Yamaha Tracer 900 GT In-gear Thust Curve

We only had a day with the Tracer 9 GT and not too much time for speed testing.

The weather was good on the day – cold up in the mountains, but spring-like down at ground level. No wind as such, so conditions were ideal.

First order of the day was some flat-out acceleration runs from a dig until she would not go any faster.

The Tracer 9 is super easy to launch. The clutch is light and offers great feedback. Like with all bigger, heavier bikes, you have to get your head around dumping the clutch harder than you might on a lighter, more powerful sportsbike.

While the Tracer will happily wheelie, you can absolutely be much more aggressive with it than on the MT-09.

From experience, I already knew this, but it still took me some time for it to sink in. Before it did, most of the 0–60 mph times were disappointing and in the 4-second range.

Despite my ongoing shortcomings, it soon became evident that heavier and longer bikes can really get out of the ‘dig’ harder and faster than lighter, sportier bikes.

The dig – that 0-5 metre range – really helps achieve good 60 ft times and, inadvertently, quarter-mile times.

After some more aggressive launches, sub-4-second times came up, but it is very tricky because 60 mph is right at the rpm limiter in first gear. So it is hard to catch a real 60 mph (GPS) before you need to change up.

In the end, the Tracer 9 GT managed a 0–60 mph time of 3.64 seconds. There is definitely more in it with a little more time.

Fun fact: the Tracer 9 will also crack sub-four-second 0–60 mph times in second gear! This is a testament to the engine’s flexibility, while second gear is not overly long, which offers a helping hand.

Off the line, it’s broadly similar to the MT-09 and XSR900 despite the extra weight, which in fact is a blessing from a dig because of the lesser rate at which the Tracer 9 wants to wheelie. Add the benefit of that weight and longer wheelbase, helping with aggressive launches.

I do not expect the Tracer to be as competitive to 100 mph and through to the quarter mile, thanks to its girth resulting in shed-like aerodynamics.

I punished the Tracer with many runs, though the best came after run three with a solid 11.49 seconds at 118 mph. Zero to 100 mph is also impressive, at 7.33 seconds.

The Dragy 60-130 mph is a little slow at 17.70 seconds. The Tracer is quick to 120 mph, but acceleration rapidly drops off. It’s a fairer measurement to look at 60-120 mph or 100 to 200km/h times; these arrive at a more representative  8.25 and 9.82 seconds, respectively.

Over the Quarter mile, the Tracer is a little slower than a Supersport 600, but easier and more consistent to launch, and can keep them honest up to 120 mph.

The numbers rank the Yamaha Tracer 900 GT as one of the more competitive motorcycles against similarly powered rivals.

With a bulbous frontal area, tall screen, and elephant ears for mirrors, top speed is not a strong point for motorcycles with ergonomics and styling like this.

Piloting a sports motorcycle, 100-110 horsepower can net you a true 160 mph top speed, while nakeds range from 140–150 mph. One benefit of touring ergos is that at least the rider has good protection from the elements.

After a couple of turns both ways, I managed a top speed of 133 mph. There might have been a little more in it, but I also suspect there are some restrictions limiting potential. If you own a Tracer 9 GT that’s flashed, drop a comment if you’ve seen better.

The most usable speed is anywhere below 120 mph, as that last 10 or so mph takes a little while, thanks to the poor aerodynamics and possible restrictions.

Superiously, there was no difference in top speed with panniers on or off.

If you want the best out of your Tracer 9 in terms of outright acceleration. You do have to shift just before the limiter because the Tracer is making its peak right as the rpm limiter kicks in.

For everyday blasting, of course, you do not need to wind her right out. Living in that 4000-9000 rpm range will be more than sufficient to have a blast and keep up with your mates.

Yamaha Tracer 900 GT Acceleration