Yamaha Niken 900 GT 2025 — Specifications

Who still remembers the shock caused by the Niken when it was first unveiled? Yamaha showed up with a three-wheeled machine capable of leaning into corners like any roadster, and the motorcycle world didn't quite know what to make of it. Technical curiosity or genuine riding proposition? The first reviews settled the debate: the triple-cylinder hit hard, hard enough to wheelie despite a massive front end. But the curiosity faded. Sales never took off against conventional roadsters and GTs, and the Niken entered a silent period in the wilderness. For 2025, Yamaha is attempting a deep transformation with the Niken 900 GT, and the shift is clear: forget the quirky sportbike, the target is now the demanding touring rider.

The most visible change is the 30-liter side cases. They reposition the machine in a touring universe where the competition goes by the names BMW R 1300 GS or Tracer 9 GT+. The dual front end, long perceived as a technical gimmick, becomes a concrete safety argument for those who devour miles in all weather conditions. Yamaha also revised the seat, redesigned for better support on long stages, and the windscreen is now adjustable over 7 cm of height. The cockpit features a 7-inch TFT display with optional Garmin navigation, call management and music streaming, all controlled by a five-way joystick on the left switchgear. Four riding modes, including a fully customizable Custom mode, round out the electronic arsenal. Heated grips, cruise control, USB port and a 12V socket under the seat: the standard equipment holds its own against German GTs priced considerably higher.

Beneath the fairing, the 890 cc triple-cylinder derived from the Tracer 9 GT+ produces 114.9 hp at 10,000 rpm and, more importantly, 90.2 Nm of torque available from just 7,000 rpm. The crankshaft has been made heavier to smooth out power delivery, and peak torque arrives 1,500 rpm lower than on the previous version. In practice: the ride becomes smoother, more usable in everyday conditions, especially two-up and fully loaded. A bi-directional quickshifter accompanies the six-speed gearbox, a welcome addition when juggling overtakes. Because the Yamaha Niken 900 GT tips the scales at 270 kg wet, a full 40 kg more than a Tracer GT+. On the road, it's manageable. At a standstill, on a sloped gas station forecourt, you'd better have solid footing.

The steel diamond frame has been refined with lighter tubular sections, and the rear shock now works through new aluminum linkages for improved progressivity. Suspension travel remains modest, 110 mm at the front and 125 mm at the rear, consistent with road-focused use. The Ackermann dual inverted-fork front end still allows 45 degrees of lean angle, enough to tackle a mountain pass with conviction despite the machine's bulk. The radial-mount Nissin brakes, with twin 298 mm discs and four-piston calipers up front, inspire confidence on a machine of this caliber.

The price of a 2025 Yamaha Niken 900 GT comes in at 17,999 euros. It's steep, but not outrageous compared to an R 1300 GS that easily exceeds 20,000 euros in comparable trim. For tighter budgets, the used market is starting to offer 2021 Niken 900 GTs around 10,500 euros with just 2,500 km on the clock, which changes the equation. Yamaha is playing its last card here with a concept that has never found a mass audience. The touring repositioning is logical, almost Darwinian. The question remains whether touring enthusiasts, accustomed to flat-twins and inline-fours, will trade their certainties for two front wheels and a Japanese triple. The Niken deserves that chance. Few motorcycles on the market deliver such a sense of grip, especially when the tarmac turns treacherous under an autumn downpour. And that's something no spec sheet can convey.