2024 Yamaha Tracer 9 GT+

“R” is generally the magic letter in motorcycling. It denotes high-end everything and that the electronics package is massively upgraded over any R-less counterpart. The Yamaha Tracer 9 GT+ is built in the same spirit, only in this case your hint comes in the form of that little “+.” With that suffix comes an expansive list of rider aids and features that turn Yamaha’s middleweight sport-tourer into a dream ride for the tech-loving touring enthusiast.

Yamaha’s liquid-cooled 890cc inline-triple sits beneath all that tech and produced 104 hp and 62 lb.-ft. of torque when last strapped to the Cycle World dyno. Some will argue that a sub-900cc sport-tourer doesn’t have the oomph for long miles of open highway as a weighed-down tourer, but the Tracer 9 GT+’s inline-triple is quite flexible and more than up to the task. The engine leans more toward the sporty side of the spectrum, sure, but the flat torque curve and linear power delivery mean it’s still an enjoyable platform for the wide variety of riding you’ll do on a proper sport-touring bike.

In an urban setting, the low-end torque and smooth delivery make negotiating stop-and-go traffic no big deal. Easy getaways from stoplights are aided by a crisp clutch, while Yamaha’s updated quickshifter better handles shifts while on the throttle or decelerating. Response and shift-lever action are really good, with less notchiness than other systems we’ve recently tried.

The Tracer 9 GT+’s chassis is built around Yamaha’s control-filled aluminum-die-cast frame and aluminum swingarm—solutions that help keep the bike’s weight below 500 pounds (Yamaha claims 492 pounds, officially). The bike rolls on KYB’s electronically controlled KADS suspension (KYB Actimatic Damper System) that is tethered to the six-axis IMU, plus linked to the bike’s two radar features: Adaptive Cruise Control and Unified Braking System.

There are two suspension-damping modes on the GT+; A-1 is the “sporty” setting and A-2 is the comfort setting. Unlike other Yamaha models where damping settings can be manually altered, these are locked. There are, however, clickers for preload adjustment on the fork and an easy-to-access remote preload adjuster for the shock, which helps you compensate for extra loads such as a passenger and/or full luggage.

Braking package consists of four-piston radial-mount calipers up front, biting on 298mm discs. Out back you’ll find a 267mm disc that was made larger than in years past, because the bike’s Unified Braking System will use the rear brake more frequently. As for that Unified Braking System, Yamaha says that it isn’t a collision-avoidance system. If the system is on and picks up an object/vehicle in the road while the rider is actively braking, it can aid the rider by applying additional braking pressure to either the front, rear, or both brakes to help the bike stop as quickly as possible.

All of this adds up to a package that’s quite entertaining when speeds start to pick up and as a road begins to wrap itself around a mountain. The bike is sporty and agile at turn-in, with lots of composure thanks to the electronic suspension. The bike carries its weight well and isn’t heavy steering through transitions or into tight carousel hairpins.

Ergonomics are a similar mix: sporty enough for spirited riding, but with enough room to be comfortable on long stints. In the low seat setting, knees are just a bit past 90 degrees for a rider just under 6-foot tall. Raising the seat to the high setting gives all-day comfort on a longer ride. The tall touring windscreen allows a good clear view when riding in the tight twisties and provides a lot of wind protection. The adjustable lever is easy to use in most circumstances, but at high speeds, wind pressure on the screen made it hard to move up and down.

As for electronics, obviously a lot is going on. At the core is a six-axis IMU that gives the GT+ the ability to provide lean-sensitive intervention for many features. These aids have preset levels associated with the three ride modes: Sport, Street, and Rain. A fourth Custom mode allows the user to set up the parameters to their preference. Inside those Integrated Ride Modes are four settings for power, three traction-control choices, three slide-control (SCS) settings, three wheelie-control (LIF) options, in addition to Off, and the aforementioned semi-active suspension choices. The 7-inch TFT display is excellent too, offering lots of real estate for all the necessary information while also being easy to navigate through a small joystick.

Other systems worth noting are the aforementioned Adaptive Cruise Control, which uses data from the millimeter wave radar unit mounted under the headlights to manage following gaps, as well as LED cornering lights, which automatically illuminate the inside of a corner when lean angle is greater than seven degrees. “Plus,” in this case, really does mean more of everything.

The 2024 Tracer 9 GT+ is available in Storm Gray, for $16,499. Unfortunately—or maybe not considering the GT+’s value proposition—Yamaha Motorsports USA isn’t currently importing the base-model Tracer 9 GT.