Yamaha XTZ660 Tenere

WHAT WE LIKE

• Torquey engine
• Tough looks
• Ease of use 
• 23 litre tank

NOT SO MUCH

• Too top heavy
• Soft suspension

I don't need convincing that dual-purpose bikes are the duck's guts, as their virtues were cemented in my mind a long time ago. I just love their character and all-round functionality, which makes them premium class tickets to adventure.

There is now a fair selection of hardware to consider in the dual-purpose stakes, and there's more on the way after Ducati went public with its new Multistrada 1200 at the EICMA show in Milan last week. And the parallel twin BMW F 800 GS has been a powerhouse since it was released in 2008.

While the new 1198-engined Multistrada 1200 will undoubtedly feel more at ease on the tarmac - like the Triumph Tiger, for example - a machine which sits at the other end of the dual-purpose spectrum is the Yamaha Tenere, a cult bike synonymous with off-road adventures since the early 1980s.

The first Tenere was the 1983 model XT600, complete with a massive 30lt tank, 44hp, less than subtle looks - and a kickstarter. Subsequent versions of the hardcore air-cooled machine were produced, with Yamaha trading on the connection with the factory bikes ridden in the famed Paris-Dakar Rally.

Not that Yamaha was the dominant Paris-Dakar marque at the time, with BMW (courtesy of the late and great Gaston Rahier) and Honda (Cyril Neveu) actually winning the iconic event for most of the 1980s.

But that still didn't stop the production version of the Tenere (named after a desert region in the south-central Sahara) creating a lot of buzz, and the first liquid-cooled version (the XTZ660 Tenere) was released in 1991, complete with Yamaha's signature five-valve head but with a less aggressive off-road stance; lower suspension and a longer wheelbase cases-in-point. The machine was good for 48hp.

That model eventually went on sale locally in 1995, lasting five years before Yamaha ceased production. The twin-cylinder XTZ750 Super Ténéré with downdraft carburetors was introduced locally in 1990, but only lasted a year due to poor sales despite being an extremely comfortable mount for the long haul.

But now, 18 years later, Yamaha has reintroduced the XTZ660 Tenere in the popular single-cylinder package, speaking the same 'go-anywhere' design philosophy as the earlier versions.

PRICE AND EQUIPMENT
As far as the heart of the matter is concerned, very little has changed. The latest engine still produces 48hp, now at 6000rpm, and 58Nm of torque at 5500rpm.

The fuel-injected 660cc (bore and stroke are 100mm x 84mm) four-valve donk is a dry sump design, with the 2.1lt oil tank situated inside the frame. The engine works in concert with a wide-ratio five-speed transmission - just the ticket for a big, torquey single. The engine meets Euro 3 emission standards.

Suspension travel on the rear (200mm) remains the same as the early 1990s XTZ660 Tenere, but the maximum journey for the telescopic forks has been reduced by 10mm - down to 210 from 220. The original Teneres were even more prepared for the big hits, with 255 and 225mm of travel respectively.

However, the new Tenere is still generous in anyone's language, with its suspension travel sitting somewhere between a street and motocross bike.

Meanwhile, there's an all-new semi-double cradle steel frame.

The aluminium-spoked wheels remain at 21 (front) and 17 (rear) inches respectively, and my press unit was fitted with Dunlop Enduro 909F FIM-spec knobbie rubber which only just cuts the mustard on tarmac - and makes a constant whining noise in the process. The standard hoops are the popular and hardworking dual-purpose Metzeler Tourances, which always put on a good tarmac show.

But I'd nearly outlay the $13,999 purchase price alone for the looks. Compared to the heavy-set predecessor, the new Tenere cuts an imposing, svelte figure with its near vertical front cowl, black wheels and black aluminium swingarm.

The whole look is finished off beautifully with the funky blue, black and yellow livery which may not be everyone's cup of tea, but I'm a huge fan. The second major colour is black for a less zesty, mote brooding look.

The massive, long-range 23lt fuel tank doesn't look out of place either, but that's partly due to it extending underneath the rider's seat. That also helps to centralise mass and offset the effect of the big, vertical single and its associated bodywork and engine protectors.

The brakes are contemporary Brembo, and the wet weight is a claimed 208.5kg.

The Tenere has a dual-bulb headlight assembly with vertically stacked low and high beam. It's a fairly compact design, and works well with the front cowl. The tail lamp is the now omnipresent LED design.

Finally, the instruments offer the functionality - analogue tacho and digital odometer, trip meters, time and fuel gauge - you'd expect from the dual-purpose genre, but without too much fanfare.

There are also accessories aplenty, including side cases, a top box, tank bag, hand guards, engine guards, skid plate, hand wind deflectors, centrestand, tank pad, and Akrapovic slip-on muffler.

ON THE ROAD AND DIRT
The Tenere steps up to the plate and gets the job done - no questions asked. The engine has oodles of grunt and is extremely flexible, the suspension makes for a plush ride, ergonomics hit the target, and the brakes are powerful.

But torque is where it's at, and that's why Yamaha could afford to fit such a wide-ratio gearbox to the Tenere, which means it's well-drilled for the open road.

At 100km/h, the bike purrs over at just 3800rpm, with only a few vibes through the bars and pegs to remind the rider there's a thumping big single plying its trade underneath.

Redline is at around 7600rpm, so in theory the Tenere is 'good' for about 200km/h - but I reckon around 150km/h in the bush on this thing would be enough of a buzz in itself!

The horse saddle-type seat is a peach, and the front cowl does a great job of protecting the pilot -- something first impressions may not lead you to conclude. That all adds up to making long-haul trips a breeze - and the 23lt fuel tank will make sure it happens.

The engine is quite frugal too, only chewing through about 5lt/100km during its time at the Bikesales Network. Mind you, a lot of that was at highway speeds, but even allowing for the increased fuel consumption in more frenetic off-road environs, 23 big ones still makes for a solid day's work.

That's if you can still mount the big girl at the end of the day! The seat height is quite lofty at 895mm, but I suppose that's a concession for such long suspension travel.

When I first rode the Tenere in the city, it felt very top heavy, but that was probably more a function of the knobbie tyres, which always get a bit mushy and unnerving at some serious lean angles.

The Tourances would undoubtedly be a better option for the tarmac, and they can also hold their own in some light off-road terrain.

Despite the handicap from the tyres, the Tenere just oozes confidence in the city, with a progressive cable-actuated clutch, practical mirrors, wide bars, and plenty of punch from the big single. And just like a supermoto bike, the long suspension travel means that the Tenere feasts on most obstacles that are thrown its way - or ones the rider goes searching for…

So what's the Tenere like in the sticks? Well, think of a big trailbike and you've probably found the answer in one.

It will cruise along at a fair clip, but if you try and turn up the heat in the tighter stuff it's not so amenable: changes of direction take some effort, and the standard suspension is too soft and prone to bottoming out, even on some quite innocent-looking terrain.

No real surprise there, as most bikes of this ilk would get the wobbles under similar circumstances: they are not bred to devour singletrack.

Heavier springs would be a must for those who really want to push the envelope off-road, and you'd instantly have a bike capable of charging through the Simpson Desert.

In the bush (and the city if you're so inclined), the bars provide a nice balance: comfortable for sitting down, and also enough reach so you can stand up for extended periods.

However, the Tenere is quite wide through the waist, so don't expect that your knees will be able to grip it like a 250F motocrosser and flick it from side to side. Well, you can try, but there are probably 208 reasons why you shouldn't.

Meanwhile, pillion accommodation on the one-piece seat is pretty good, and there are a couple of grab rails to keep the whole plot together.

The return of the Tenere could be seen as a bit of a gamble for Yamaha, as there is a chance that tastes may have changed in the last couple of decades - and this time it hasn't got factory machines running around in the Dakar Rally to provide some additional promotional impetus.

But dual-purpose adventure bikes are timeless beasts, and that's what I reflected on as I effortlessly accumulated the miles on the Tenere.

It's a rollicking fun ride in all types of conditions. If that's not a pass mark with flying colours, then nothing is.

SPECS: YAMAHA TENERE

ENGINE
Type: Liquid-cooled, four-valve, SOHC single
Capacity: 660cc
Bore x stroke: 100mm x 84mm
Compression ratio: 10.0:1
Fuel system: Electronic fuel injection
Emissions: Euro 3

TRANSMISSION
Type: Five-speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame type: Steel tube diamond shaped
Front suspension: Telescopic forks, adjustable for preload. 210mm travel
Rear suspension: Aluminium swingarm, adjustable for preload. 200mm travel.
Front brakes: Twin 298mm discs, with Brembo twin-piston calipers
Rear brakes: 245mm disc, with Brembo single-piston caliper

OTHER STUFF
Price: $13,999 (before statutory and dealer charges)
Colours: Power Blue or Midnight Black
Bike supplied by: Yamaha Motor Australia (http://yamaha-motor.com.au/)
Warranty: 24 months parts and labour, unlimited kilometres