Revisit: Yamaha Super Tenere

The adventure motorcycle scene has become an increasingly aggressive market segment for motorcycle manufacturers — especially by the likes of KTM and BMW Motorrad. These two heavy hitters have been at it hammer and tongs for the last couple of years trying to cement their respective models at the top.

While you can’t argue they have dominated the headlines, Yamaha hasn't left its Super Ténéré sitting idly by. The latest model marks more of a facelift rather than a model overhaul and, while it may not have the features of the Euro — and now British with Triumph--it still possess the go-anywhere adventure attitude.

There are now two Super Teneres to choose from: a base model and an up-spec model known as the Super Ténéré E, the latter fitted with electronically adjustable suspension and heated handgrips as standard.
Other updates include tweaks to the engine and management system that result in a 2hp increase, upgraded clutch assembly, new LCD instrument panel, cruise control as standard and some revamped bodywork.     

Bikesales tested the standard model which was fitted with what Yamaha calls its 'Australianise pack'. It's not an official factory packaged, but it is far from a standard Ténéré. The Australianise options are as follows:

A 1199cc, DOHC, four-valve parallel twin engine still powers the Super Ténéré, but for the latest model it now features enlarged intake and exhaust ports, revised camshaft and piston ring design and a new exhaust system. These alterations help boost power to a claimed 112hp (82.4kW) at 7250rpm and a very healthy 117Nm. While these figures fall short of the BMW R 1200 GS (125hp and 125Nm) and KTM 1190 Adventure (150hp and 125Nm), there is still easily enough power to have fun on the dirt and more than enough to get you into trouble or out.

The engine features a 270-degree crank to help the big twin produce power and aid in getting traction more like a single-cylinder dirt bike does — technology that Yamaha developed for its winning Dakar rally racers. The radiator is side -mounted to help in mass centralisation, while a by-product of this location is that it's protected from flying rocks.

Power builds strongly down low and builds smoothly and predictably all the way to the rev limiter. There are no dips or sudden surges in power — exactly what you want on slippery surfaces. In fact, out of the three large adventure bikes the Super Ténéré’s engine is one of the easiest to instigate predicable and controlled power slides.

As well as engine internals the latest Super Ténéré has had its engine mapping system improved with a relaxed city-appropriate power curve in ‘T’ mode and a sporty ‘S’ mode. Unlike its predecessor there is quite a significant difference between the two modes. ‘T’ mode is softer on initial throttle openings, while ‘S’ is a lot more aggressive with a no-nonsense approach to get as much power to the rear wheel as quickly as possible.   

When I picked the Super Ténéré up from Yamaha HQ it was fitted with brand new knobbie tyres and it was torrential rain — a perfect recipe to put the three-way adjustable traction control system to the test. When rear-wheel slip is detected the ignition timing, fuel injection and throttle are all adjusted to bring everything back in line.

On level one the system allows slides in a controlled manner, before reducing power smoothly and seamlessly. There are no harsh cuts in power and everything remains balanced as it is saving your arse. If you do want to have some more fun a button on the instrument panel can turn off the system, but only at a standstill. I definitely couldn’t fault the system.

There is an off-road friendly 190mm of front and rear wheel travel out of the fully-adjustable 43mm upside-down fork and preload and rebound adjustable rear monoshock. The test mule had these units modified with stiffer springs to help it cope with harder off-road hits, and with a claimed wet weight of 257kg it was a welcome addition.

I have ridden standard-sprung Super Ténérés and it didn’t take much for me to bottom them out, yet on this modified one I didn’t bottom out once. The ride was not overly harsh, but large hits were dealt with poise and precision. Once the riding gets gnarly the euro motorcycles start to come into their own over the Yamaha — mainly due to the weight advantage — but on dirt roads where most of the time will be spent on these motorcycles the Ténéré more than holds its own.  

On the blacktop the modified Ténéré handled like a standard one. At slow speeds its weight is noticeable, but as the speeds rise the 257kg weight is disguised quite well. Front-end feel is good, while tip in is precise and effortless. The big bike holds its line well and doesn’t try to stand up mid-corner like some other big bikes can. At slow speeds it can be a bit of handful, but a lot of the weight is low and centred. This area is also helped by an adventure-friendly 845mm seat height.

The brakes are more than adequate for the dirt, but do start to reach their limits when it comes to spirited tarmac riding — especially the front. But when the large 282mm rear disc is called upon it pulls the front units back from their limits. Anti-lock braking is standard, but cannot be turned off.

There is an abundance of room on the Ténéré, while seated and standing up. At 182cm I usually have to bend down to the bars on some adventure bikes more than I would like, but not the Ténéré. With no bend in my upper back, my arms reach the bars just below a right angle — perfect! I am not a fan of pivot pegs and they would be the first thing to go off this test bike.

The new low-profile stitchless seat is plush, comfortable and sculpted for a natural riding position. Other changes in the rider’s vicinity include a four-position adjustable windscreen and a new LCD instrument cluster that now features a gear position indicator (thank you!). Cruise control is standard and is very simple to use, and it also features a resume function and up and down speed increments. The 23-litre tank will be good for almost 400km jaunts.

At $19,990 rideaway it does undercut its direct euro rivals — but so it should. It does fall slightly short in certain areas such as engine, electronics and weight, but when the cheaper price comes into the equation the Super Ténéré receives a big boost in its favour.  

The Super Ténéré is yet another example of why an adventure riding is fun. It is not a full-blown assault on its direct competitors, but it still means business.

PERFORMANCE
Claimed maximum power: 112hp (82kW) at 7250rpm
Claimed maximum torque: 117Nm at 9000rpm
Economy: 6lt/100km (measured)

TRANSMISSION
Type: Six-speed
Final drive: Shaft

CHASSIS AND RUNNING GEAR
Frame type: Steel tube
Front suspension: Fully adjustable 43mm upside-down fork, 190mm travel
Rear suspension: Preload and rebound adjustable monoshock, 190mm travel
Front brakes: Twin 310mm discs with four-piston calipers
Rear brakes: 282mm disc with two-piston caliper
Tyres: Metzeler Karoo 110/80-19 front, 150/70-17 rear

OTHER STUFF
Price: $19,990 rideaway ($23,874 as tested)
Colours: Grey
Bike supplied by: Yamaha Australia, www.yamaha-motor.com.au
Warranty: 24 months, unlimited kilometres