Successful MT-09 as a basis

The Niken GT stands on the shoulders of giants, namely, the Yamaha MT-09. Beneath all the extra metal and linkage arms lies the very same 847cc CP3 inline-triple engine that made the MT-09 a legend. It’s smooth, urgent, and wildly engaging. But this isn’t just an MT-09 with a funny face. No, it’s more complex, more planted, and honestly… more fun than I expected. Twist the throttle, and the engine responds with a snarl. The triple fires to life with an urgency that belies the Niken’s 267 kg heft. While it’s true that it weighs about 74 kg more than the MT-09, Yamaha has smartly re-tuned the power delivery for the Niken. More flywheel mass means power is linear and forgiving at low revs, ideal for touring or when filtering through traffic in Mysore’s outer circles. Still, whack it open on an empty trail and it rushes forward like it’s trying to prove a point. I kept it mostly in B mode through the town, gentler throttle response for smoother riding, but out on the highway and twisties, A mode made things wickedly alive. The quickshifter works a treat, especially climbing out of the S-curves near Karighatta Hill. Upshifts are smooth and assertive, although I did wish for a downshift blipper when the pace got hotter. Not a dealbreaker, but for a GT, it’d round off the package nicely.

More cornering fun for sure

The Niken’s front end looks like something from a sci-fi anime, dual USD forks on each wheel, leaning together at up to 45 degrees. But none of that makes sense until you actually flick it into a corner. And flick I did, multiple times. On the Mysore–Ranganathittu trail, there’s a notorious downhill left-right chicane just after a bridge. I’ve ridden it dozens of times on regular bikes. But with the Niken, I charged in with more confidence than ever. The dual front wheels clung to the tarmac with a grip that bordered on supernatural. Wet leaves? Fine. Broken tarmac? Meh. Dusty sections? Still planted. The added stability in the front made me braver, almost too brave. I found myself riding harder than I typically would, braking later, leaning more aggressively, and accelerating earlier out of corners. Even when I hit a manhole mid-corner (something that would usually make me clench), the Niken absorbed it without flinching. The front never skipped, never protested. The rear, yes, it would occasionally squirm under power, but traction control dialed things in quickly. Over 800 km of testing, I logged an average of 6.97 liters per 100 km. Yes, thirsty when ridden hard, but it’s hard not to ride it hard.

In the past few weeks, #Yamaha met with its European Distributors and journalists to present and test-ride the formidable NIKEN GT and TRACER 9 GT+ in Sardinia, Italy.
Launched at the end of 2022, the Sport Touring bikes were not shy when tested on the sinuous open roads. pic.twitter.com/Se9yPX7FG7

— Yamaha Motor Europe (@YamahaMotorEU) May 1, 2023

Be open to new things, be open to different things

This isn’t a bike that blends in. At every dhaba, every chai stop, someone came up to me. “Is this a car or a bike?” “Does it balance on its own?” “Do you need a car license for this?” It polarizes opinions. Some are enchanted, others skeptical. One gentleman at a tea stall near Shrirangapatna refused to believe I needed a side stand. There’s an aura to the Niken GT. You don’t just ride it, you present it. The complex front suspension baffles even seasoned bikers. At Gaganachukki Falls, a young mechanical engineering student stared at the parallelogram linkages for ten full minutes before he sheepishly asked, “Sir, can you corner with this like a real bike?” I just smiled. “Follow me to the next curve.” But yes, oncoming riders often didn’t return my wave. It’s a small price to pay for being different.

Small updates would be nice

Not everything’s roses, though. The windscreen, for instance. It’s tall, yes, and blocks a lot of wind, but it channels buffeting straight into my helmet. I’m 6 feet tall, someone shorter might have a better time, but Yamaha needs to offer adjustability or a spoiler to make this truly touring-friendly. The heated grips and optional heated seat are fantastic in early morning chill, especially along misty stretches near the bird sanctuary. But toggling them is a digital maze. The controls are buried deep in the menu. While the TFT is crisp and easy to read, it’s not the most intuitive to operate on the move. And then there’s the fuel tank. At 18 liters, it’s decent, but considering the bike’s appetite when ridden hard, you’ll be hunting for fuel pumps more often than you’d like. A 20–22 liter tank would be more GT-appropriate. One last nitpick: the lack of a blipper for downshifts. At ₹16 lakh-plus on-road, that should’ve been standard.

Technical Specification

Specification	Yamaha Niken GT
Engine Type	847cc inline 3-cylinder, CP3 engine
Power	115 HP @ 10,000 rpm
Torque	87.5 Nm @ 8,500 rpm
Transmission	6-speed with Quickshifter (up only)
Fuel Tank Capacity	18 liters
Kerb Weight	267 kg
Front Suspension	Dual USD forks (tilting front)
Rear Suspension	Link-type adjustable mono-shock
Brakes (F/R)	Dual discs / Single disc (ABS)
Front Tires	120/70-R15 x2
Rear Tire	190/55-R17
Electronics	Traction Control, Ride Modes
Lighting	Full LED
Seat Height	820 mm

Conclusion

I arrived back in Mysore with aching thighs, a dusty visor, and a heart full of adrenaline. The Yamaha Niken GT is not a gimmick. It’s a bold reimagining of motorcycle dynamics. It gives you more front-end grip than you’ve ever had and pushes you to ride harder, lean deeper, and brake later. Sure, it has flaws, some ergonomic, some functional. But it delivers on its promise: to redefine what touring can feel like. It’s stable, fast, and oddly addictive. Would I own one? Probably yes. It’s a conversation starter, a cornering demon, and a companion that makes every road, smooth or broken, feel like a racetrack.