2023 Yamaha Niken GT review | Wacky three-wheeler gets an engine update and reworked back end

Reworking the Niken’s chassis – particularly the back end – has really paid dividends. Front end grip, feedback and confidence is as strong as ever (it really is astonishing how far and hard you can push the Niken into a corner; it just grips, turns and goes.

The rear is now a match, or as close as you’re going to get, to the front, with more refined and controlled damping evident particularly on poorly surfaced roads. A two-stage traction control system, that can be turned off altogether if you prefer, definitely helps too.

At 270 kilos fully juiced the Niken is no lightweight, and yet the brakes are more than enough to haul it to a rapid and controlled stop. Twin 298mm front discs gripped by Yamaha’s latest one-piece four-pots and a 282mm rear disc and two-pot caliper, both ABS assisted, provide the deceleration. Despite the bike’s overall mass, the brakes never felt wanting.

The 847cc triple in the first Yamaha Niken has been replaced by the latest 890cc CP3 unit that also powers the latest Yamaha Tracer 9 GT+ among others. Euro 5 compliance forced Yamaha’s hand but it’s a welcome upgrade because the new unit provides peak torque 1500rpm earlier (7000rpm), making off corner drive and overtakes that much easier.

There’s an upgraded quickshifter for easier ratio changes, too – the Gen2 system works on both up and down changes and comes as standard; the previous shifter was for up only.

The new engine is also controlled via a ride-by-wire throttle and features a slightly heavier crankshaft (by 8%) for smoother lowdown drive and a more predictable throttle connection.

Peak power is a claimed 113bhp@10,000rpm and torque is 66.8lb.ft@7000rpm. While the engine is fine for most situations it lacks the zest of the Tracer 9’s. Will be see a litre-plus Niken in the future?

Build quality is excellent – Yamaha see the GT as a premium machine, so the finish fits the bill. And so it should at the price.

How the many moving parts in the front suspension will last over time remains to be seen – the system runs on two huge bearings that won’t be cheap when replacement beckons and there’s the cost of two tyres (they’ll wear quicker being a smaller diameter), brake pads that are worked harder by the weight, plus the extra fork seals. The CP3 engine is a proven unit, however, so big mileages from that won’t be an issue.

The Niken doesn’t have any direct rivals – there’s nothing else like it, but if you’re talking sub 1000cc sports tourers you’d have to pitch it against Yamaha’s own Tracer 9 GT+, the similarly triple cylinder Triumph Tiger 900 GT and the V-twin Ducati Multistrada V2.

Even then you’re forcing a square peg into a round hole. You either get and want a Niken or you don’t. There’s no middle ground. At £16,210 the Niken GT isn’t cheap, but it is a lot of metal for the money and it works brilliantly.

Now officially a proper sports tourer, the Niken GT benefits from a host of useful tech and equipment updates, including a new adjustable screen (with 70mm scope for adjustment), cruise control (available in the top three gears from 40kph), a new 7in TFT display with smart phone connectivity and compatibility to Yamaha’s myride app as well as Garmin’s Motorize app, updated and easier to use switchgear, a more comfortable seat and colour-coded 30-litre panniers as standard.