While the 2020 Kawasaki KX250 doesn’t look much different on the outside than the 2017–2019 models, it features a significantly changed engine, new suspension components, and a few other chassis upgrades. The heavily revised powerplant makes 3.8 more peak horsepower than the 2019 machine. It has, however, lost some of the low-end grunt that it had before, which makes fanning the clutch a necessity for maximum acceleration. The KX250’s lack of electric start wouldn’t be a big deal if the engine were easier to fire up, especially when hot.
2020 Kawasaki KX250Kawasaki
The new KYB 48mm coil-spring fork and KYB shock share their spring rates with the KX450 and are set up on the stiff side. Both ends of the bike feel somewhat harsh at slower speeds—in braking bumps, for example—and lack comfort on all but the biggest-impact landings. “The suspension on the KX250 is a tad harsh,” tester Tanner Basso noted. “It’s not very plush over smaller bumps and lower-speed sections of the track.” All that said, the KX250 remains one of the better-handling bikes in its class due to its nimble and smaller overall feel on the track.
2020 Kawasaki KX250Kawasaki
2020 Kawasaki KX250 Reviews, Comparisons, And Competition
The 2020 Honda XR650L is a dual-sport companion with staying power. Case in point: The 644cc air-cooled single was so capable when it debuted in 1992 that Cycle World editors awarded it Best Dual-Purpose Bike. The same can also be said for ’93. Since then, the XR650L hasn’t changed much, retaining its long-travel suspension, traditional off-road styling, and five-speed gearbox. It’s a reliable workhorse that provides a predictable ride on or off the beaten path. Tried-and-true elements like the air-adjustable 43mm fork with 16-position compression damping and the fully adjustable Pro-Link rear suspension, for example, make it amenable to a variety of conditions.
The 2020 XR650L is unchanged from the previous model year. And the year before that, and so on. But the electric-start, dry-sump-lubrication engine, tough steel frame, and sealed battery make for a motorcycle that remains quite capable. In fact, back in 2015, editors compared an XR650L with more modern machinery, and the Honda held its own, even if it showed its age. “It never did anything bad,” one test rider admitted. “It started easily and was a smooth runner. And, for the price, you can’t beat it.”
2020 Honda XR650L Reviews, Comparisons, And Competition
Fifteen years after its debut, Triumph’s big-bore three-cylinder cruiser, the Rocket 3, has been completely redesigned. Engine capacity is up from 2,294cc to 2,458cc, further cementing the massive Brit bike’s title as the world’s largest-displacement production motorcycle. Triumph’s claimed 165 hp is impressive, but 163 pound-feet of torque is the true showstopper. With the hopped-up powerplant comes a new chassis—aluminum frame and fully adjustable Showa suspension; single-sided, shaft-drive-integrated swingarm—and more aggressive styling. Sport, Road, and Rain modes tailor power output, throttle response, traction control, and ABS.
2020 Triumph Rocket 3 GTTriumph
Triumph lopped off nearly 90 pounds for a claimed dry weight of 642 for the Rocket 3 R and 648 for the Rocket 3 GT; the new frame weighs half of the outgoing steel unit. Never mind the relaxed steering geometry and lengthy wheelbase, handling far surpasses that of the previous-generation model. “Triumph constructed a motorcycle that was expected to be unhinged and bordering on unmanageable—or at least it should feel like it,” Senior Editor Justin Dawes wrote after riding both models. “Instead, it’s easy as pie to ride. The Rocket 3 is phenomenal in its ability to accelerate, turn, and stop.”
2020 Triumph Rocket 3 Reviews, Comparisons, And Competition
The 2020 Honda Super Cub is a modern version of the reason American Honda became associated so many years ago with the “nicest people.” Despite the tremendous sales success of the early 49cc step-through—reportedly more than 100 million sold worldwide—the Cub was long absent from Honda’s US model line, only making a comeback in 2019 as the Super Cub C125 ABS. A four-speed, heel-and-toe-shifter transmission with a semi-automatic centrifugal clutch offers scooterlike twist-and-go mobility, and the twin-shock chassis easily handles surface streets. Styling is likewise true to earlier models: Bodywork flows smoothly from the front fender past the valanced fork and solo seat to the wraparound rear fender.
2020 Honda Super Cub C125 ABSHonda
This year, the claimed 240-pound machine—top speed is estimated at 55 mph—is unchanged but for its color scheme, a striking Pearl Nebula Red. Decades after the debut of the original, the Super Cub C125 ABS continues to open the two-wheel door to those who might be intimidated by larger, more complex motorcycles. After spending https://www.cycleworld.com/riding-worlds-friendliest-motorcycle-honda-super-cub/, staffer Morgan Gales wrote, “The Super Cub reminds me of simpler times—just cruising, not pushing the bike for peak performance—and I love it.”
2020 Honda Super Cub Reviews, Comparisons, And Competition
Looking back, 2018 was a monumental year for the Honda CRF250R. The 249cc motocrosser received a completely new engine and chassis, including a Showa 49mm coil-spring fork, Honda having abandoned the previous SFF Triple Air Chamber (TAC) fork. The 2018 model handled better than ever, benefiting from more suspension comfort and improved high-rpm power. Unfortunately, the DOHC engine lacked the low-end-to-midrange punch that the prior model’s SOHC package produced. Honda addressed this issue with revisions to the 2019 and ’20 models, both of which, in fact, have improved low-rpm grunt.
In spite of Honda’s efforts, however, the CRF250R still has the least bottom-end power in the class. As long as the rider fans the clutch and keeps revs up, the engine works just fine as it makes competitive peak power. The suspension strikes a good balance between performance and plushness, leaning slightly toward the former in overall feel. The CRF250R is also the sharpest-turning bike in the class, yet still has very good straight-line stability. Tester Allan Brown described the CRF250R as having, “a light-feeling chassis, excellent cornering ability, and smooth power. This adds up to very easy, low-energy-consumption riding.”
2020 Honda CRF250RHonda
2020 Honda CRF250R Reviews, Comparisons, And Competition
This past year was a big one for the KTM 250 SX-F. The Austrian manufacturer’s quarter-liter four-stroke motocrosser received a stiffer frame, a more rigid upper triple clamp, swingarm revisions, a new exhaust system, and updated bodywork, among other changes. For 2020, the 250 SX-F benefits from an optional perforated airbox cover along with revised settings for the WP Xact air fork and WP Xact shock; the latter also got a new piston. On the Cycle World dyno, the latest model made 40.8 hp and 19.3 pound-feet of torque, nearly identical to the current Husqvarna FC 250. Despite its top-weighted powerband, the engine also produces good bottom-end and strong midrange.
The updated WP suspension feels plusher than before, thereby lessening the stiffer feel of the latest-generation frame. At 231 pounds with a full tank of fuel, the 250 SX-F is also the lightest bike in its class. Plus, it comes with high-quality components, such as a Brembo hydraulic clutch and brakes, and ODI lock-on grips. “The 250 SX-F has a great engine, nimble handling, and top-notch componentry,” tester Eric Storz said. “It really feels like a racebike.”
2020 KTM 250 SX-FKTM
2020 KTM 250 SX-F Reviews, Comparisons, And Competition
For 2020, Husqvarna went in a different direction with the suspension for its four-stroke motocrossers. More softly sprung and damped at both ends, the setup spec’d for the FC 250 is naturally liked by riders who weigh 155 pounds or less and lap at novice-to-intermediate levels. Conversely, the fork and shock sag too much and lack bottoming control for faster intermediate-to-pro-level riders who weigh more than 155 and those of any skill level who tip the scales at 170 pounds plus. The FC 250 has a midrange-to-top-end-oriented powerband, making 40.7 peak hp at a sky-high 13,900 rpm; bottom-end improves using the optional ventilated airbox cover supplied with the bike. With its broad power delivery, the FC 250 can carry a gear for a remarkably long time.
2020 Husqvarna FC 250Husqvarna
With an MSRP of $9,199, the FC 250 is the most expensive 250cc-class four-stroke MXer on the market and one of the best-equipped: Magura hydraulic clutch, Brembo brakes, and ODI lock-on grips. “I personally value comfort, so I appreciate the FC 250’s softer valving,” tester Eric Storz noted. “The suspension is supple and composed through choppy sections of the racetrack.”
2020 Husqvarna FC 250Husqvarna
2020 Husqvarna FC 250 Reviews, Comparisons, And Competition
When discussing cruisers, Harley-Davidson is the brand that usually comes to mind, and we’ve recently been adopting Indian Motorcycles in that conversation. But there are plenty of viable cruiser options from lands beyond our shores where the metric system is the standard of measurement. Hence the “metric cruisers” nomenclature for motorcycles built in any country but the US.
We love our cruisers here in the land of the free, so manufacturers around the globe build their own versions based loosely on the traditional American template of low seats, feet placed forward, and powered by torquey engines. Listed here are cruisers selected for their individual uniqueness or their functionality, the latter because we realize most _Motorcyclist_ readers want to ride farther than just their neighborhood coffee shop or pub, and do it at a higher pace than most Sturgis devotees.
So, if you’re looking for an interesting cruiser and are willing to look globally, here are eight respectable options to consider, listed alphabetically.
2011–2020 Ducati Diavel/XDiavel
Our favorite cruisers aren’t afraid of corners, like the butch Ducati Diavel.Motorcyclist
Okay, so calling this stretched Italian hot rod a cruiser is a bit of a stretch, but perhaps that’s why we like it so much. Of any bike resembling a cruiser, the Diavel stands the best chance of keeping up with your sportbike buddies on a curvy road. With 160 claimed hp on tap, the Diavel (Italian for devil) certainly won’t be left behind on any straight roads.
The Diavel debuted in 2011 with a retuned version of 1198 superbike’s V-twin placed in a steel trellis chassis with a cast aluminum subframe. A 30-inch seat height (barely) qualifies the Diavel as a cruiser, and its 516-pound wet weight makes it extremely light for a 73ci cruiser. Its single-sided swingarm proudly displays a fat 240/45-17 rear tire.
The platform was updated for the 2015 model year with a new headlight, TFT instruments, and a twin-spark ignition and new fuel injectors for the engine. At the time, it held the record for the quickest 0–60 mph time of any production motorcycle Cycle World had ever tested, thanks partially to its longish 62.3-inch wheelbase that mitigates wheelies. Excellent stopping power comes from radial Brembo calipers and 320mm discs.
The XDiavel expanded Ducati’s cruiser offerings when it debuted in 2016.Motorcyclist
The Diavel line was augmented in 2016 with the arrival of the XDiavel, hewing even closer to the cruiser formula with a stretched wheelbase (63.6 inches), a lower seat (29.7 inches), belt drive, and footpegs placed further forward. Significantly, the X receives a 1,262cc V-twin with variable valve timing, vastly improving the delivery of power below 6,000 rpm. Although wet weight went up to 545 pounds, the XDiavel is still plenty sporty and has a fairly generous 40-degree available lean angle, the same as its predecessor.
Rounding out the Diavel story is the Diavel 1260, introduced in 2019. It uses a version of the XDiavel’s 1,262cc motor, and is endowed with sleeker styling and improved electronics.
1985–2020 Honda Rebel 250/500, 300/500
The Rebel 250 was priced at $4,190 in 2016, its last year of production, looking awfully similar to how it did in 1985.Motorcyclist
This little icon earns its place on this list for its value and reliability, but mostly for its stupendous longevity and ubiquity. The Rebel 250 has been rousing American roads for an incredible 35 years, and has been under more American riding students than any other motorcycle.
The Rebel debuted way back in 1985, using Harley-esque styling cues in a compact, inexpensive package. It’s powered by a 234cc parallel-twin engine that’s at least adequate enough for highway travel and mostly bulletproof. (A Rebel 450 existed for only two years, 1986–87.) A low seat height (26.6 inches) conspired with modest weight to make almost anyone feel like they could master it.
The intrinsic goodness of the Rebel 250 is defined by two numbers: 31 and 150,000. It remained in Honda’s lineup, mostly unchanged, for a stunning 31 years. And more than 150,000(!) Rebel 250s were sold in America until its retirement after the 2016 model year.
Upholding the Rebel’s enviable reputation as a highly approachable cruiser is the bobber-style Rebel platform introduced in 2017 and available with your choice of two engines. Start out with the 286cc Rebel 300 retailing for $4,399 at its launch, or step into the 471cc Rebel 500, using a parallel-twin motor just like its progenitor.
The bobber-style Rebels were introduced in 2017, available as a 500 (left) or a 300 (right).Motorcyclist
1996–2015 Honda Valkyrie
The wildest of all Valkyries was the limited-production Rune, produced in 2004 and 2005. Dual 330mm front and single rear 336mm brake discs were also the largest ever fitted to a production Honda.Motorcyclist
The Honda Valkyrie earns its spot on our list for being one of the original power cruisers. It began in 1996 when Honda stripped down its Gold Wing to create the Valkyrie, powered by the Wing’s 1,520cc flat-six engine that received hot-rodding tricks like bumpier camshafts and six individual carburetors. To many, the six-cylinder motor was an attractive alternative to the V-twins typically found in cruisers, barking out an exhaust note similar to a Porsche.
The original Valk was discontinued after 2003, but the model reached its apex in 2004 with the introduction of the audacious Valkyrie Rune. Now powered by the updated Gold Wing’s 1,832cc six-cylinder, the outlandish Rune looked like it came from a high-end custom builder rather than the conservative Honda.
Priced at an outrageous $25,499, its attention to detail was far beyond anything from a major manufacturer, with a lovely faired radiator, flush-mount LED turn signals, and a single-sided swingarm. The trailing-link front suspension was unlike anything seen on a modern production bike, giving the impression of a heavily raked fork while having conventional steering geometry. Due to its high price and unorthodox appearance, the Rune sold in small numbers and was dropped from Honda’s lineup after the 2005 model year.
The Valkyrie was resurrected in 2014, again as a stripped-down Gold Wing, supposedly 150 pounds lighter than the Wing. However, consumer reaction was tepid and the Valk ceased to be after 2015.
2013–2020 Moto Guzzi California Eldorado/Audace
Moto Guzzi’s California platform is an Italian alternative take on a V-twin cruiser, here shown in its Eldorado model.Motorcyclist
The California was reintroduced in 2013 with a new 1,380cc engine, the largest V-twin ever produced in Europe. This platform was augmented in 2016 with the attractively retro Eldorado version and then the hot-rod Audace. Either iterations are worthy of consideration, as their 90-degree air-/oil-cooled V-twins deliver sportier characteristics than traditional cruiser engines, outputting a claimed 96 hp and 88.5 pound-feet of torque (rated at the crankshaft). All are built in Italy at Guzzi’s Mandello del Lario factory, the same place Guzzis have been constructed since 1921.
It’s the Eldorado version that perhaps offers the best blend of performance and style. It features classic touches like chrome inserts on the fuel tank, classy double pinstripes on the tank and fenders, and aluminum spoked wheels wearing tubeless whitewall tires.
In addition to ABS and the standard electronics suite found on all Californias, the Eldorado has cruise control as standard equipment, as well as shrouded shocks and classic round turn signals. Four-piston Brembo calipers and 320mm discs are sportbike-worthy, and enough to bring the bike’s sub-600-pound wet weight to a quick halt. Oddly, the plush Eldorado is more fun to ride than the performance-biased Audace that rolls on fatter tires. The Eldorado currently retails for $16,490.
2017–2020 Triumph Bonneville Bobber
Triumph’s Bobber brings a new take on cruiser motorcycles, melding the popular bobber style with the historic Bonneville platform.Motorcyclist
Triumph’s versatile Bonneville platform gives cruiser riders an alternative from the glut of V-twin engines that dominate this category, and the Bobber version has been one of the best-selling of the line. It uses the 1,200cc version of Triumph’s parallel-twin motor with a 270-degree crank to give it a deeper growl akin to a V-twin. It’s rated at 77 hp and 78 pound-feet of torque, which is plenty enough to move the bike’s 500-and-change pounds of weight. Sporty-ish steering geometry (27.8-degree rake, 3.5 inches of trail) and a cruiser-stubby wheelbase (59.4 inches) endow it with greater agility than most cruisers.
The Bobber is instantly recognizable by its adjustable tractor-style seat that appears to float above the rear fender. Other nice details include the battery box with stainless-steel strap, fork gaiters, bar-end mirrors, and bullet-shaped turn signals. Wire-spoked wheels add to the vintage appearance. The couple of downsides to the Bobber are its tiny 2.4-gallon fuel tank and no passenger provisions. New MSRPs start at $11,950 and bump up to $13,150 for the Bobber Black version.
2004–2020 Triumph Rocket lll/3
The 2020 Rocket 3 brings a new era to Triumph’s Rocket line, a much sportier motorbike than the previous generation. An aluminum frame, single-sided swingarm, Brembo Stylema brakes, and beautiful metal finishes highlight this handsome monster.Triumph
Triumph’s Thunderbird 1600 nearly earned this entry and is a worthy metric cruiser alternative, but its Rocket lll brother stole the spot thanks to its sheer audacity. Debuting in 2004, the Rocket was defined by its massive 2,294cc three-cylinder engine, the largest-displacement engine of any production motorcycle. Amazingly, the Rocket was more manageable than a motorbike’s size could be expected to handle, helping it earn our Cruiser of the Year award.
Over the years, the Rocket spawned several sub-models, including the Classic, Tourer/Touring, and the hot-rod Roadster, the last Rocket lll in Triumph’s lineup, existing through 2018.
The Rocket lll was retired, but it’s now been replaced by the Rocket 3, vastly improving the model’s finish detailing and performance. It again uses a monumentally large three-cylinder engine, now displacing 2,458cc. Miraculously, it’s 40 pounds lighter than its smaller predecessor, contributing to an overall 88-pound weight drop, thanks largely to the new aluminum frame.
Both the Rocket R ($21,960) and touring-oriented Rocket GT ($22,600) boast 165 hp and a gargantuan 163 pound-feet torque from the 2.5-liter triple. Their hydroformed header arrangement and aluminum airbox look sublime, exemplary of the bike’s high-level of finish detailing. Early reports say it’s really fun to ride and handles much better than expected, so we can’t wait to ride one for ourselves.
2007–2017 Yamaha/Star V Star 1300/Silverado
The V Star 1300 blends versatility, attractive good looks, and a modest price for a metric cruiser worthy of consideration.Motorcyclist
Reasonable people will appreciate the V Star 1300 for its cost-effectiveness and understated good looks. Yamaha (and its erstwhile cruiser brand Star Motorcycles) has been the Japanese OEM most successful in creating attractive American-style cruisers, exemplified by this 1300 platform that includes touring variants (Silverado/Tourer) and the batwing-fairinged Deluxe that debuted in 2013.
All are powered by an 80ci (1,304cc) V-twin engine that provides ample power for the bike’s relatively low weight. A well-disguised liquid-cooling system keeps heat away from its rider, and a belt-drive system requires minimal maintenance. Excellent attention to detail belies the reasonable cost of entry. A seat height around 27 inches keeps even short legs within comfortable reach from the ground.
The V Star 1300 is a more manageable cruiser than the giant heavyweights that typically get the most recognition, and its touring-oriented sub-models provide a worthy mount for any trips farther than the neighborhood roadhouse. Older models are available today for as little as $3,500.
2002–2010 Yamaha/Star Road Star Warrior XV1700
The Road Star Warrior remains desirable today for its aluminum chassis, hot-rod air-cooled motor, and sportbike suspension and brakes.Motorcyclist
The Road Star Warrior remains desirable today for its aluminum chassis, hot-rod air-cooled motor, and sportbike suspension and brakes. | Motorcyclist
Although introduced nearly 18 years ago, the Road Star Warrior remains one of the best performance cruisers ever built. Powered by a 102ci (1,670cc) V-twin and featuring a lightweight aluminum frame and swingarm—unusual in the cruiser category—the XV1700 delivers a sporting punch that continues to be desirable even today.
Its 48-degree V-twin is air-cooled, making it prettier than liquid-cooled lumps, but it uses modern four-valve cylinder heads to produce nearly 100 pound-feet of torque and 76 hp at the rear wheel. It sprinted through the quarter-mile in just 12.5 seconds and from 0–60 mph in 4.3 seconds when we tested it in 2002. Hydraulic lifters and belt final-drive help minimize maintenance.
Weighing in at a relatively light 658 pounds, the Warrior undercut Honda’s original VTX1800 by a full 100 pounds. Four-piston front brake calipers and a 41mm inverted cartridge fork are ex-YZF-R1 bits, further adding to its sport credentials. Decent ones can be found for $5,000 or less.
NAWA Technologies has revealed an electric café racer with a hubless rear-wheel motor and world-first ‘hybrid’ battery system, combining next-gen ultracapacitors with a lithium-ion battery.
They say it is the first time an electric motorbike has used ultracapacitors.
Nawa claim it is 25% lighter, 10 times more powerful, with five times more energy.
NAWA claims their regenerative braking re-uses 80% of the energy otherwise lost while lithium-ion batteries can only re-use 30%.
Here is how it works
NAWA’s carbon-based ultracapacitors charge and discharge in seconds and are capable of picking up energy from regenerative braking and supplying it back to an electric motor very quickly.
They can do this millions of times over without degradation, offering fast energy transfer, unlike lithium-ion.
NAWA claim the hybrid ultracapacitor battery system can reduce the size of a lithium-ion battery by up to half, or extend the range by up to double, or a manufacturer’s preferred combination of size, weight and range.
The NAWACap ultracapacitor pack recharges in just two minutes and the entire battery can be charged to 80% in one hour from a home supply.
Lightweight racer
The NAWA Racer concept’s pack only weighs 10kg which makes it ideal for use in a motorcycle.
Together with the bike’s carbon frame, it weighs only 150kg.
It is driven by a hubless rim motor in the rear wheel with 75kW of power for a 0-100km/h rate of less than three seconds which is fairly typical of most electric motorcycles.
Hubless rear wheel motor
NAWA Racer’s NAWACap pack can be removed and swapped for different levels of performance. There are also Race and Eco modes for more speed or extra range.
Other features are LED lighting, painted aluminium and copper, anodised matte black suspension forks and nubuck leather saddle in vintage camel.
After one of the longest public gestation periods in motorcycling history, Yamaha’s eagerly awaited XT700 Tenere is now starting to hit the floors in showrooms.
A great looking bike – Yamaha Tenere 700
It is interesting to compare the approaches of European manufacturers and Japanese brands when it comes to adventure bikes.The likes of KTM, Triumph, Ducati and BMW throw every bit of technology and about the broadest feature list seen on any class of motorcycle at their adventure bikes.
Despite having a wide variety of technology available in their wider line-up, Japanese brands take the opposite approach, deliberately keeping their adventure bikes relatively spartan when it comes to kit. Suzuki’s V-Strom has been marching on largely unchanged for a long time while, despite the optional DCT gearbox, Honda also took a fairly low-spec’ approach when they first introduced the CRF1000L Africa Twin. Both Suzuki and Honda are putting a bit more standard kit on their adventure offerings for the coming 2020 models, but still, nothing like the endless list of tech’ and big horsepower boasted by the European manufacturers is currently available from a Japanese brand.
Yamaha Ténéré 700
Now Yamaha have perhaps gone the most basic of all with the new XT700 Tenere. No traction control, no cruise control, no tyre pressure monitoring, no electronic suspension, no riding modes, no quick-shifter or slipper clutch, no heated grips…
Obviously Yamaha are reckoning that less can be more in the bush, and that their reputation for producing reliable and bullet-proof motorcycles at a very competitive price point will be what makes for sales success.
Yamaha Ténéré 700
Early indications are they may be right…
Yamaha had already sold over 350 of the bikes well before they arrived and any new customers putting a deposit down are now likely to have wait until February before they can ride off into the sunset on their new beast.
Yamaha Ténéré 700
Most of the press got two days on the bike, but I enjoyed a full five days and almost 2000 predominantly off-road kilometres on the motorcycle. I was glad to have that extended opportunity to really gel with the bike which allowed me to gain a proper insight in to what a buyer can expect to experience if taking one home for good.
Yamaha Ténéré 700
While most of the off-road riding was not overly technical in nature, we did get a few little special tests thrown in to sample the machine in terrain that the more adventurous motorcyclist might negotiate from time to time during their travels. A lot of these later in the week were in situations where it was not feasible to have a photographer stationed due to time constraints etc. so as for the rutted out twin-track and rocky ascents you will just have to take my word for it. Plus, it was damn hot and I just wanted to ride the bike to get to the beer at the other end!
The bikes also fared very well and kept their cool despite ambient temperatures on most days rarely dipping below 35-degrees celsius. This water play in the cover shot at the top might look nice and refreshing but it was actually 39-degrees down there in that river and cooking!
Yamaha Tenere 700 on the beach
A short play on the beach early on day one saw me not get too carried away as it was already warming up. My fitness levels are not as good as they once were, which had me playing the long game and conserving energy where possible, so I had plenty in the bag for when it was really needed. At the end of the week I actually had fewer aches and pains than what I had started it with! Which must be a great testament to the Tenere 700, while serving as a stark reminder how unhealthy riding a computer is!
The ergonomics on the Tenere 700 were, for me, pretty much spot on.The bend of the leg felt completely neutral and comfortable for my 178 cm frame. There seems to be an almost endless amount of leg-room available while seated for seven-footers let along six-footers.
Yamaha Tenere 700 – Ergonomics work well
Seated or standing the riding position worked well for me. Those that always ride up on the pegs simply rotated the bars away a little further to change the reach and with it the angle of the levers. The standard brake lever is adjustable for span while the non-hydraulic clutch lever is not. I rode a few different spec’ bikes kitted out with various options and while the standard levers work well enough, I would fork over the coin for the very trick optional levers ($188 for the brake and $151 for the clutch), in the Yamaha catalogue. I loved them. Just make sure you get some Barkbusters to protect them while you are at it.
Yamaha Ténéré 700 ships with plastic hand-guards as standard but these optional BarkBusters offer better protection
The seat is slim and extends a long way up the bike but does not go quite as far towards the head-stem as you would see on pukka dirt-squirters. Thus really hard-core riders coming from an off-road competition background might prefer something that extends a little further forward, but for the other 99 per cent of us the slight ‘sit-in’ nature of the Tenere 700’s pew is perfectly amenable in every scenario.
Yamaha Ténéré 700
The standard seat height is 870 mm but the narrow mid-section of the bike and relatively flat seat make it easy to throw a leg over. An optional lower seat reduces it a little further to 863 mm and for those who are really short of leg and want the machine as low as possible Yamaha offer a lowering link that positions the perch at 845 mm. This would really be an option of last resort as suspension performance is sure to be compromised slightly when changing the linkage.
A rally seat is another option and one that could be quite handy for adventurers. It replaces the standard dual-seats with a flatter and narrower single piece seat with more grip on the sides. Another unexpected advantage of the rally seat is that it makes removing the whole seat unit a simpler process. With a turn of the key the whole seat pops off, while with the standard set-up the rear pillion seat pops off with the key, but a supplied allen key is then required to remove the rider’s seat.
Yamaha’s Tenere 700 – The pub did have beer….
After long hours in the saddle the seat had started to gnaw at my bum a little on the first couple of days but then I adapted and toughened up a little, and was actually finding it more amenable as the week progressed.Don’t expect it to be 1000 kilometres a day on the tar comfortable, but it is more comfortable than something like a standard DR650 seat, or much else that is this capable on the dirt.
And it is very capable.
Yamaha Ténéré 700 – Optional radiator protection seen here
KYB provide the fully-adjustable forks and shock. The 43mm inverted forks are adjustable for compression and rebound damping while the piggyback shock has a handy wheel to dial in your pre-load.
There is 240 mm of ground clearance and the forks offer 210 mm of travel while the shock works through 200 mm.Dakar riders such as Rod Faggotter had an active role providing feedback to Yamaha’s chassis engineers late in the development cycle of the model and it shows.
Yamaha Ténéré 700 colour line-up
The suspension offers a good balance between all-round suppleness and hard-core capabilities.Those that want to get big air over erosion banks and hit things hard might want to firm things up at both ends beyond what is achievable via the quite large range of adjustment via the clickers. But even at my current weight I reckon I would just roll with the standard set-up for the most part, unless I really wanted to start to push the envelope and was riding the bike predominantly off-road and regularly hitting things hard in anger. More travel would be nice for those that really like to ride consistently hard off-road, but the large reservoir on the shock helps to prevent fade and ensured consistent performance long after I had started to fade…
Yamaha Ténéré 700
When the going gets rough a 21-inch front is always a massive asset and one that the Tenere puts to good use. The rims proved strong during the test but require tubes and are not tubeless ready.
The outright performance on the road during my time with the bike was always going to be compromised by the off-road specific Pirelli Scorpion Rally rubber, however, it did seem to work well enough when pushed to hint that on the road the Tenere 700 will cut a line well. I suspect it might prove a reasonable weapon on a tight and twisty back-road.
Yamaha Ténéré 700
Will it feel underpowered on the road?
Depends on the road I guess… The engine is punchy and will almost get you to 200 km/h if you persist, but where it really shines is on the dirt.
Yamaha Ténéré 700
It really does pull well from down low, so much so that on the penultimate day I was really starting to revel in the bike through a seemingly endless series loose gravel based switchbacks.The surface had little grip but was consistent, a quick closure of the throttle was enough to have the back end of the Tenere breaking away under compression, before then transitioning into gentle throttle on the way out to continue the arc. Apex speeds were sometimes below 40 km/h but after initially playing in third gear, I then started to just slide from apex to apex in fourth. The dampened response off the bottom in the higher gear made it so playful and easy to control, which, along with a little weight shift on the pegs, had the bike just ever so slightly drifting from turn to turn. It was immensely satisfying and rewarding, fecken poetry is what it was.
Yamaha Ténéré 700
The engine is the well regarded 689 cc parallel twin that has been powering the MT-07 and XSR700 for the past few years. It breathes a little differently in XT700 guise due to a different air-box and exhaust but is virtually unchanged as a power unit from its road siblings. Australian and New Zealand delivered bikes have an oiled air-filter for better protection from dust ingress while overseas the bikes ship with a standard paper based filter.
Yamaha Ténéré 700
The numbers are 74 horsepower at 9000 rpm, and 68 Nm of torque at 6500 rpm. The engine is genuinely useful as low as 2500 rpm and there are no grumbles while lugging it around in the upper gears with the engine driving out of the basement. Of course there are no huge gobs of torque hitting the rear tyre in comparison to much larger and more powerful engines available, but I didn’t miss that massive grunt as much as I thought I would.
Yamaha Ténéré 700 – Wheelie around the bend
More power would have just had me doing more wheelies from higher speeds, and turning that rear 150/70-18 rear Pirelli into gello. The lighter weight and lesser power of the XT700 is going to translate into dramatically reduced rear tyre wear when shod with off-road rubber in comparison to big-bore adventure bikes and the engine has a proven track record for bullet-proof reliability.
Yamaha Ténéré 700 – Stoppers work well with good power matched with good feel at the lever
The brakes are Brembo front and rear and Yamaha have not skimped on the fit-out. A pair of 282 mm disc rotors up front and a 245 mm rear proved well up to the task of hauling up a fully fuelled 204 kilograms of Yamaha complete with a larger than the average bear test pilot on board. The control at the levers felt progressive and I have no complaints. The ABS system is switchable but is well tuned enough for it to be left on in most scenarios. I bucked the trend of the other testers and deliberately left the ABS on for much of the off-road work, to see how it fared, and the system was largely unobtrusive and cycled quick enough for it not to be a massive drawback. Loose shale descents or mud aside, many riders will still be safer off-road with it on rather than deactivated. ABS has come such a long way, I really do urge you to try these latest systems before dismissing them out of hand.
Yamaha Ténéré 700
Yamaha offer a titanium Akrapovic slip-on muffler and while it looks tasty it doesn’t really give the bike any discernible increase in power.I believe it is rated at the same decibel level as the standard pipe, but it does add a little more timbre to its bark that is quite enjoyable, particularly when short-shifting in the tight stuff. That said, I would probably keep that $1149 in my pocket and spend it on other things. Save you crying when you dent it too….
Yamaha Ténéré 700 – Adds a tiny bit more bark but no more bite
I do wish the XT700 had pannier mounts integrated into the rear sub-frame, so the optional hard panniers sat closer to the bike, but unfortunately racks are required to mount the hard luggage. Soft throw-overs will be the go.
Yamaha Ténéré 700
Yamaha have a full suite of protection ready to go in their accessories catalogue including radiator guard ($197), engine guard ($424), skid plate ($466) and headlight guard ($172.70) that would be wise investments.
Yamaha Ténéré 700
The stark four-eye look first seen on the T7 concept all those years ago has thankfully not been lost in translation from prototype to production line.It looks pukka desert rally raid. I am not yet in a position to comment as to its effectiveness as our riding was completed during the day.
Yamaha Ténéré 700
The rally style cockpit theme not only extends to the tall screen but an almost tablet style LCD is mounted on rubber blocks that help isolate it from vibration. One would imagine this would be primarily for longevity, but I did find that as the display was well forward of the windscreen that this made it somewhat more susceptible to dust covering the display. The screen is greyscale not colour, thus the dust quickly made it hard to read.
A power outlet is provided as can be seen in the bottom left of this shot – Yamaha Ténéré 700
My primary bugbear though regards to the tripmeter functions.There is a fuel gauge that indicates the level remaining in the 16-litre tank, but by the time you get to the last bar you still have more than 100 kilometres of range remaining, then when the system deems itself as fuel critical and starts flashing, a trip counter then starts recording the further distance travelled. There is no indication of the range to empty. This is an annoying oversight in my opinion, and one I raised when questioning Yamaha’s project leader for the Tenere 700 in this interview (Link).
Yamaha Ténéré 700
Yamaha claim a touring range of over 350 kilometres and while I think that is entirely doable, it would be much safer banking on a range to empty of around 300 kilometres when planning your routes.
Yamaha Ténéré 700
One rider broke a standard plastic hand-guard in a fall. Another had a side-stand spring go walk-about in rough terrain which required some trail smarts to secure the stand to prevent the side-stand switch cutting the ignition. While another rider suffered a rock impact with the side-stand switch. Thus this was the only real foible we discovered that might strand you on the trail and require some MacGyvering to get mobile again. We could have just got unlucky, like the time I witnessed three Fireblades on the launch of the 929 back in 2000 all end up with punctured radiators from stone damage. Still, it might pay to bypass the side-stand switch if you are heading out bush and take this possible point of failure out of the equation all together.The switch bypass is something that was generally done back in the day as a matter of course for off-road bikes when side-stand switches first started appearing on every motorcycle 25 years ago.
Yamaha Ténéré 700
That aberration aside the Tenere 700 is a great piece of kit and looks set to become Australia’s most popular adventure motorcycle.Its competitive ride away price of $17,149, combined with the solid engineering integrity that Yamaha is famous for, will ensure that success.
Would Yamaha get my money in the present market?
I think they might. I reckon it would prove bullet-proof while being easy to maintain and cheap to service. I might miss the grunt of the bigger options out there while playing silly buggers, but that value equation keeps coming back to front of mind and might win me over when it came down to which brand was going to get my coin…
Yamaha Ténéré 700
Do I reckon there might be an even more off-road specific Tenere 700 with much longer travel suspension and even more off-road chops?
