9 Yamaha Tracer 2021 GT First Ride Review

9 Yamaha Tracer 2021 GT First Ride Review

9 Yamaha Tracer 2021 GT First Ride Review

This model originally came to market as the FJ-09 in 2015, with an MSRP of €10,490, and then grew to the Tracer 900, selling for €13.000. The basic architecture of this Tracer 9 GT is the same, but the bike has grown in complexity and expense, up to €14.899. As Lance so eloquently put it in his first article on this bike , it's “no frills, no more.” After riding it, I developed a simple love/hate relationship with it, and I'm not sure exactly how I felt about it. So, what follows is a Jekyll and Hyde-like set of observations. If one makes more sense than the other, you'll know how your feelings about this new Tracer stack up.

The evolution

Yamaha's basic recipe of using the FZ-09 and MT-09 platforms as a springboard for the FJ-09 and Tracer models continues here. In other words, the all-new MT-09 we rode earlier this year is the foundation for this new Tracer 9 GT. The bikes share the updated 890cc engine and exhaust, the lower-slung frame, improved brakes, lighter wheels, as well as handlebar clamps and footpeg brackets that can be adjusted to higher positions.

One of the two notable skeletal changes on this Tracer is the swingarm, which is 2,3 inches (60 mm) longer than that of the MT-09, which supports the larger subframe and increases the bike's payload for hauling luggage and a passenger. The other big difference is the suspension: It's still KYB hardware front and rear, but the Tracer swaps a manually adjustable fork and shock for KYB's electronically adjustable units, which automatically change the damping programs (compression and rebound in the fork, just the bounce in the shock) as the bike rolls down the road. Preload on the fork is adjustable with a wrench, while the shock has a remote dial that can be operated by hand.

Electronically, this new Tracer leverages most of its suite of safety features from the MT-09, including hardware like the six-axis IMU and quick shift up/down. On the software front, four throttle maps can still be activated on the fly, allowing the rider to choose between three different full-power responses and a fourth setting that is noticeably gentler and reduces maximum thrust. Wheelie Control (LIF, in Yamaha speak), Slide Control (SCS) and Traction Control (TCS) are grouped together and controllable by alternating between three umbrella modes, somewhat confusingly labeled “TCS”. 

Modes 1 and 2 have preset parameters, while a manual (“M”) mode allows the pilot to dive into the menu to set each of the three systems to a preferred level that can be selected later, as a bundled “TCS” mode, on the main dash. The three systems can also be completely deactivated if the motorcycle is stationary. The brake control (ABS) has two settings: BC1, which is more forgiving, and BC2, which uses lean angle information from the IMU to increase intervention when the bike leans forward, but the system cannot be disabled.

The Tracer gets cruise control, along with two electronically adjustable suspension settings. Both suspension modes are automatic, with “A1” meant to keep the fork and shock quite stiff and sporty, while “A2” is designed to loosen the damping for a more comfortable ride. Color TFT screens are obviously becoming very cheap because the Tracer 9 GT uses two 3,5-inch units, mounted side-by-side in the cockpit, to display all this information and control settings. As for settings, the Tracer's windshield raises two inches and the standard seat height of 31,5 inches can be raised to 32,5 (like the MT-09) with a couple of minutes and no tools . The heated grips, adjustable to 10 different levels, are the proverbial cherries on top. Or maybe those are the cornering lights? There are so many features that I'm running out of similarities.

Considering this Tracer 9 GT has grown since that first FZ-09 in 2014, the transformation is remarkable. Where the 09 FZ-2014 would rather roll over than be polite, this new Tracer is downright mature. The fact is, being much better than the seven-year budget blaster it's based on isn't good enough. A Tracer 9 GT costs almost double the original FZ-09 and asking €15.000 for a motorcycle means a company has to hit the mark.

First review: Rose-colored glasses

Now we have arrived at the crossroads. First, let me tell you how glorious this new Tracer 9 GT is. Many of the miles I logged for this test were wandering city streets, navigating traffic, and jumping between traffic lights. The Tracer is fairly mild, with good clutch feel, and it's really no surprise at this point that this engine feels better than good. There's plenty of grunt on tap, it sounds great, and it still feels energetic and quick to rev even though the crankshaft has been spun more slowly in this latest iteration. This powerplant has always been a three-cylinder gift to motorcycling, and it's still chock-full of the character we've come to love.

For feeling small enough around town, the Tracer also logs miles on the slab like a champ. Cruising at 75 mph the tachometer stabilizes around 5.000 rpm, which is smooth enough to cruise for hours but high enough in the revs that there's good punch for top-end roll. The rider's triangle is an excellent mix of sporty control combined with all-day comfort, and the Ducati-style, pinch-and-slide windshield adjustment is exceptional (even if the range is small). Throttle response is reasonable, the suspension is taut, the cruise control is intuitive, the brakes are good and I barely thought about the seat.

Finally, this bike holds up on a twisty road. It's balanced and easy to ride, with no need to shift in the seat to hold a line in a corner or slide from side to side. Braking on the track? ABS has my back. Hoik a little wheelie in second gear pulling the clutch out of a tight corner? It doesn't matter if I do. Quick shifting is also excellent, up and down, high or low revs, hard on the throttle or calmly approaching a stop.

As if all this wasn't enough to love the new Tracer, I piled my lady on my back and she was impressed too. She noticed cutouts in the saddlebags that left more room for her feet than she expected, her handles seemed to be in a good position and she had the same note on the passenger seat; she didn't even think about it. This is high praise. All this while getting 40 mpg or more and letting out a sweet howl in the process. In many ways, the new Tracer is everything you want it to be and more.

Second review: The sky is falling

On the other hand, does anyone remember the two sequels to The Matrix? It's not that they're terrible films, it's just that there's no real element of wonder like the first time the story sunk in. Likewise, this three-pot Yamaha powerplant feels a little giddy in this use case. It conforms more and surprises less. Even all the new technologies and features wrapped on this new bike are counteracting the appeal of the engine, because it's getting heavy.

Then there's the lengthened swingarm, which contributes to a nearly 2,5-inch longer wheelbase than a first-generation FJ-09 and makes the bike less prone to wheelies. It's sad for the hooligans who like this sort of thing, but more importantly it makes the bike feel slower. In addition to that, I think the gear ratios are fine for the MT but a little tight for the Tracer. First and second gears were made three percent taller in this iteration of the Yamaha triple's drivetrain, and I think the top two cogs might lean more toward leaping than having good roll-on power. This would improve gas mileage (no better than the last KTM 1290 Super Duke I drove) and dampen vibrations for the passenger at 75-80 mph which, incidentally, are made worse by the fact that the rear footpegs are bare metal.

Next, the electronically adjustable suspension, which is disappointing. The two settings offered are both automatic, meaning the rider can never have manual control over any of the damping settings. I found the softer “A2” setting to be my favorite while riding solo, although the compression damping in the fork is quite firm. With a passenger on board A2 was too soft in the rear, so I set the shock's maximum preload and moved the system to A1. This worsened the harshness of the fork as a big, lazy bump leading onto the highway pushed my passenger out of the seat. Too much compression in the fork, not enough rebound in the rear and nothing for me to do but vent to you.

And finally, as a digestive, an escape of small problems with many, many characteristics. Saddlebags are generally great, for example, except that I've only found two helmets in our office (a Shoei RF-1200 and an Arai Defiant, both mediums) that would fit, and even then I risked scratching the paint . It seems that fitting the bags to most full-face lids wouldn't have made them much larger, if at all, and would have been a huge added value. A stock center stand is great, but I wish it didn't hit my left boot while I was riding. Furthermore, Yamaha has gone through all the trouble of designing a unique and useful dashboard setup, with lots of information available to see and customize, and then somehow it's aimed at my stomach, plagued by reflections and not bright enough in a sunny day with a tint visor. Usually it's the opposite problem: huge,

The bottom line

Everything I told you above is true, I solemnly swear, and frankly some of the conversations could go either way. The weight thing, for example: this bike is bigger, longer and heavier than ever, and as a result feels slower and less agile than all its brothers and cousins ​​in the Yamaha-triple family. Then again the new Tracer is still quite light and quite nippy for a sport touring bike with all the cutting edge gizmos on board. More advanced than a Suzuki V-Strom 1050XT and 80 pounds lighter than a Kawasaki Versys 1000 SE LT+.

Forced to give a binary vote to the Tracer 9 GT, it is absolutely a thumbs up: it has a solid base, made better by the progress of the MT-09. However, I need you to know that I'm a little wary of the things that disappointed me about this bike, because it tells me that the aura and attitude of the machine has changed. Yamaha no longer wants the Tracer to be a replacement for sport touring. The idea is not to surprise people with ability, but instead to own a place in the premium spotlight. To suddenly be cutting-edge and luxurious, when the bike's best quality has always been the bold combination of value and performance, is a difficult pivot. Whether or not it worked depends on how your expectations match the Tracer's new stature and price.

Shipping times are approximately 7 working days , shipping is via negotiable express shipping.

Our international couriers may experience slight delays due to the current situation, in any case our assistance team will always be at your complete disposal for any eventuality

• EMAIL ➡️ Digitalnowinternational@gmail.com