Yamaha Niken GT (2024 – ) review

You can’t help but admire the Niken as an engineering accomplishment while also considering it something of a solution to a problem that doesn’t exist beyohd offering a bit more front end grip and security than a regular motorcycle. So, Yamaha is to be admired for not only persevering with the Niken, but also giving it this major overhaul. Euro5 forced the adoption of the latest, 890cc incarnation of the CP3 triple engine, while the extra popularity of the GT version introduced in 2019 motivated Yamaha to concentrate on its sports touring attributes. As a result, the standard Niken is no more and the new GT gets a more rigid frame and tauter rear suspension, a now adjustable touring screen, slightly slimmer seat to help shorties reach the ground and, perhaps most eye-catchingly of all, a new, big seven-inch TFT dash bristling with features and now accessed by new, simplified switchgear. Both of these are a development of those found on the latest TMAX maxi scooter. All make the new Niken GT a significantly better and more credible sports tourer but they’re probably not enough to significantly change its appeal.

As it’s based on the Tracer 9 sports tourer – and considers itself the same – other than the small matter of two front wheels the Niken GT’s riding position and view from the seat is largely familiar. From the tank backwards it’s essentially a conventional Tracer 9, albeit with a now slightly slimmer saddle and tank rear. Ahead of that, though, the Niken can be quite intimidating given the bodywork covering the LMW (Leaning Multiple Wheel) mechanism feels more like a snowmobile than a motorcycle, the handlebars are wide, the mirrors wider and the sense of bulk unavoidable. Once accustomed to it, however, it all combines as a comfortable, semi-upright sports tourer with the added bonus of the new windshield, which is now adjustable through 70mm. Slightly annoyingly this is controlled via a lever on the right-hand side, apparently to discourage operation on the move.

The two-wheeled Tracer 9 on which the Niken is based is one of motorcycling’s most practical and versatile all-rounders, so you’d think the Niken comes close. In reality it’s not. The three-wheeler’s added bulk take away most of its traffic filtering ability while it’s also significantly less manageable, manoeuvrable or easy to park. Nor does it end there. The latest Niken GT, although able to take panniers, is also currently not homologated to carry a top box, so it has less luggage carrying ability than the Tracer as well. Plus, it’s more expensive. And not quite as brisk or fun. The list goes on…

The Niken’s engine is familiar Tracer 9/MT-09 triple fare, with a pleasing, gurgly character and decent mid-range punch but it, too, has been improved. Largely for Euro5 reasons it’s now the 43cc bigger 890cc, 115 horsepower version of the CP3, which debuted in the latest MT-09 but also differs slightly with more mid-range by way of a heavier crank and revised exhaust and airbox ducts. It has the same peak torque as the MT-09, but 1,500rpm lower down the rev range. There are four electronic riding modes but thankfully Yamaha has now ditched its confusing numerical naming protocol and gone with a more conventional Street, Sport, Rain and Custom set-up. Street is full power, as is Sport but with a sharper, more aggressive throttle response. Rain cuts power by 18 per cent and Custom can be tailored to what you want via the dash. All are now easily selected by a prod of the Mode button on the right hand switchpod on a closed throttle. All add to the fun and practicality, and all are easy peasy to use, as is the cruise control via a dedicated switch on the left pod. The overall result is plenty of instant pull from the refined yet characterful motor but a slight drop in overall ‘zap’ due to the Niken’s extra weight. Braking wise, with twice the usual front wheel compliment, powerful stopping with plenty of feel is virtually assured, although again this is counteracted slightly by having more weight to haul up.

Setting off on the oddball three-wheeler is initially unnerving until you quickly realise your caution was unnecessary. Steering is adequately light, response immediate and, by the first roundabout, you’ll be impressed. Although the front end of the new Niken is little different to the old, it’s worth repeating here how impressive the LMW steering is. Curve-carving Niken-style means surface quality doesn’t seem to matter and repeated mid-turn adjustments are all taken in its stride, while the planted nature is an increasing pleasure the more you tune into it. You just point and carve pretty much as you would on a conventional two-wheeler and your confidence and speed simply grows and grows. The best way to describe it is that on a conventional bike as lean and speed increase you become more aware of diminishing grip and increasing peril. But on the Niken you don’t – it just grips. If you want a bit more speed or to turn a bit more, you just do it. There is a limit, of course – 45 degrees – and the whole bike is also so bulky that the Niken can in no way be confused with a light, nimble sports bike. But credible sports-tourer handling there certainly is. This handling is also improved over the old Niken primarily due to a series of chassis improvements. The centre section of the new frame is now significantly more rigid than before, and the rear shock features a new linkage and revised damping rates. Where the old Niken was sometimes criticised as being a little ‘loose’ and oversoft at the rear the new is now sportingly taut and remained well behaved and controlled all day long. That said, you still can’t ignore the Niken’s weight. The new version is 3kg heavier than before at a full 270kg wet. But it’s all well-controlled and balanced and, as Yamaha points out, it’s also a full 20kg less than the old FJR1300, so is no leviathan.

The Niken GT currently costs nearly three grand more than the two-wheeled Tracer 9 GT. On top of that there are three tyres to replace, its extra weight will have an added toll on consumption of the likes of chain, fuel and brake pads and its unpopularity so far means residual values are poor, too. That said, the base Tracer 9 is one of the most affordable bikes of its type, so the Niken’s overall running costs shouldn’t be too bad.

Again, although the LMW three-wheeled technology is unique and pioneering it’s now actually been around since 2018 with no reported problems. That aside, the Niken is largely proven. That latest CP3 engine has a long history and has proved bulletproof in both the MT-09 and Tracer 9 while even the new TFT dash and switchgear have already proved their mettle in the TMAX scooter and latest Tracer GT+.

The latest Niken, like the other members of Yamaha’s ‘CP3’ family (including the MT-09, MT-09SP, XSR900 and Tracer 9 trio), all benefit from Yamaha’s current standard two-year, unlimited mileage, manufacturer-backed warranty covering all parts and labour. Servicing-wise, Yamaha recommends fresh oil every 6,000 miles, oil filter changes every 12,000 miles with fresh spark plugs and an air filter, while the expensive valve adjustment service is now every 24,000 miles. Don’t forget, however, the added complexity of the Niken’s front end will likely add to servicing costs.

The posh full-colour TFT dash immediately impresses over the LCD one of before, and the new switchgear is also far simpler, with fewer and more tactile buttons. It’s more intuitive, the new five-way joystick allowing easy navigation of the menus. Usefully, the switchgear is also now backlit, aiding use in tunnels or at night. The dash itself is clear and easy to read and there are three different design themes which are all clear, attractive and display everything you need. On top of that it’s also Bluetooth connectable for your phone functions via Yamaha’s MyRide app, plus it can also be your navigation screen via Garmin’s subscription app. A headset is available as an extra while panniers come as standard.

The new Niken GT undoubtedly works better in almost every way than the old. The engine is improved, the chassis, particularly the rear end, is enhanced, while the new dash, switchgear and adjustable screen are probably the biggest advances of all. As a result, the new Niken is also sportier and a better tourer but it’s still not as sporty as, say, Yamaha’s own Tracer 9, nor as good a tourer as the latest Tracer 9 GT+, both of which are cheaper. The result makes an even more compelling argument for its three-wheeler prowess than ever. If you can, try one and you’ll be impressed. But you still really have to WANT the three-wheeler concept and be prepared to pay a premium for it for the Niken GT to make sense.