2019 Yamaha Niken GT First Ride

Okay, right out of the gate, let's get a couple of misconceptions out of the way: The Yamaha Niken GT is not self-balancing. It will fall right over on its side if you let it, so it's not some new-fangled invention intended on getting the uninitiated into motorcycling. The Niken's Leaning Multi-Wheel System is not some technical exercise in alternative front suspension to replace the telescopic fork.

Motorcyclists tend to be a conservative bunch when it comes to major change. When liquid-cooling entered the industry, many decried the added weight. Fuel injection’s introduction brought howls of more complexity and cost. And there’s still resistance in the US when it comes to ABS. Yet all those systems are now commonplace and readily accepted on today’s motorcycles.

Don’t get me wrong, I’m not saying the Niken’s LMW front end is going to replace the standard single-track two-wheel motorcycle design. There’s simply too many things a standard telescopic fork (and single front tire) does well for it to be phased out by an alternative design. But if you can just move past the unconventional appearance and/or any hardened opinions on what the definition of a motorcycle is, you’ll understand that Yamaha just might be on to something here. The benefits of having an extra front tire contact patch to work with in adverse weather and pavement conditions are simply too great to ignore.

When the standard Niken was introduced to the world’s motorcycle media in the Austrian Alps in the spring of 2018, everyone was impressed with its performance while cornering through less-than-ideal traction situations. But when compared to a broad spectrum of motorcycles, the additional weight of the LMW System (the massive crosslinks, two steering heads, multiple tie-rods, four fork tubes, extra front wheel/tire, etc., add about 100 pounds) and its 45-degree lean angle limitation (due to the LMW System not being able to articulate any further) mean the Niken is a bit less appealing when looked at from a hard-core sporting perspective. But add some long-range-enhancing bits like an accessory Comfort seat with more padding for the rider and passenger, taller windscreen, heated grips, quick-release lockable saddlebags, passenger grab rails with rear top-mount case capability, centerstand, and an additional 12-volt outlet, and you suddenly have a very capable sport-tourer called the Niken GT that isn’t at such a disadvantage when comparing spec charts with other bikes in that category.

The mountain roads of central California proved to be the perfect venue for experiencing the benefits of Yamaha’s LMW System. While their undulating routes are incredibly fun and challenging, the pavement and grip can often be less than perfect, with changing tarmac, dirt, broken asphalt, and other obstacles presenting a risk-laden environment. Mother Nature decided to add even more complications to the scenario on the first day of the ride, dumping enough rain to really test the potential of the Niken GT’s LMW front end.

RELATED: Surprise! Yamaha’s Niken Does Wheelies And Rides Like A Regular Motorcycle

Front-end grip is obviously critical to a road motorcycle’s handling. A loss of rear-tire grip can be dealt with by either a well-designed traction control system or rider skill. A loss of front-tire grip—unless you are Marc Márquez—is often a recipe for disaster. Especially on wet pavement, where the difference between upright and sliding on your side is usually the blink of an eye.

It was in these difficult conditions where the Niken GT’s LMW front end shined. In wet and slippery cornering conditions where I would normally be tiptoeing with a conventional motorcycle, the Yamaha’s increased front-end grip gave me the confidence to run into turns and achieve lean angles that I would never have attempted before. No, the LMW System is not a fail-safe that allows you to just charge into a wet corner without consequences, but it’s stable enough to give you that confidence to have more fun than you normally would—or give you that extra safety net at a normal pace. And when I did push the limits enough to lose some front-end grip, it was gradual enough to not be the heart-stopping moment that front-tire traction loss in the wet usually is.

Broken pavement or small objects are another hazard the Niken GT deals with in stride. Because each tire’s suspension is working independent of the other, while one front tire is handling the obstacle, the other is maintaining grip and tracking, so there’s far less front-end upset than you get with a single-track bike. Trail-braking deep into turns is accomplished with ease, and braking power and stability are excellent.

Once the roads dried out the following day, I was able to push even harder to find out if the LMW front end poses any performance limitations. For the vast majority of riding situations, the answer to that question is no. Yes, under an expert hand, the Niken GT will touch its peg feelers down easily, but at that pace, despite the light and neutral handling characteristics, the definite sense that you’re hustling 580-plus pounds of motorcycle makes you realize there’s no reason to push further. Put it this way: Not too many sport-touring motorcycles will easily outrun the Niken.

That point says a lot about the 893cc three-cylinder engine that is basically the same as the MT-09/Tracer 900 GT, with 18 percent more crankshaft mass for improved drivability, shorter final drive via two more teeth on the rear sprocket, and stronger transmission gear material to handle the added weight. No big-displacement engine needed here; the Niken GT accelerates with a speed that belies its sub-900cc powerplant size, yet throttle response is smooth and easy to use. The standard quickshifter works well, even at lower rpm (though it will not initiate below 4,000 rpm to prevent excessive stress on the gears), and the same Y-CCT system as its MT-09/Tracer 900 GT brethren features three throttle response modes and two (plus off) traction control levels, in addition to cruise control.

Wind protection from the taller windscreen worked well for my 5-foot-8-inch frame, though taller riders might want the Yamaha accessory screen to prevent turbulence around the helmet area. The seat easily proved comfy enough for 100-mile-plus rides, and the adjustable heated grips are appreciated on colder mornings. The quick-detach/lockable saddlebags also provide ample cargo space.

Would I buy the Yamaha Niken GT? The $17,299 sticker price could be spent on other more-capable machines when it comes to outright performance. And the added weight and maintenance complexity of the LMW System’s many linkages can be an issue. Nonetheless, if I had the financial means and lived in an area where inclement weather was frequent, I would definitely consider the Niken GT. Regardless of how you look at it, kudos to Yamaha for continually pushing the boundaries of motorcycle design. Whether the LMW concept should continue to be developed can be debated, but what can’t be dismissed is how bikes like the Niken GT can influence improvements in the motorcycling experience.