The FZ name holds weight in today’s day and age. The Yamaha FZ-07, FZ-09, and FZ-10 (recently changed to MT-0X) have dominated the naked sports bike market and brought large popularity to this section of bikes through providing a comfortable yet sporty alternative to Yamaha’s more traditional full-fairing street bikes.
All amazing vehicles have humble beginnings, and this 1986 FZ600 is the original motorcycle that brought weight to the FZ name.
This near-perfect specimenhas just 4000 miles on the odometer (300 of which were put on by the current owner), featuring a 599cc inline-four engine that revs to 10,500 RPM, married to a 6-speed transmission with a clean Arizona title.
The bike also features three-spoke wheels sitting in Michelin Pilot Activ tires, dual disks, conventional fork, and a swingarm with a monoshock.
The seat and paint are in perfect condition aside from a small crack and damage location on the lower left fairing. The paint is a beautiful flat white with classic Yamaha FZ red and blue graphics along the fairings.
The most recent owner purchased the motorcycle in 2010, and it has sat with fuel stabilizer for the last decade in storage until today where it is up for auction on bringatrailer.comwith no reserve and 7 days left on the auction.
The Yamaha XSR 155 is a small, retro-styled bike, and Yamaha is thinking of making the smart move of bringing the bike to the Indian market.
The motorcycle has a similar chassis to the R15 sportbike and the MT-15 naked bike. The small 155cc liquid-cooled single-cylinder engine found on the bike makes 19 hp, which is perfect for heavily populated cities but powerful enough for some fun when the road clears up.
Yamaha has not yet confirmed this bike for the Indian market as of yet, but GaadiWaadi said that the bike could come to the country next year.
On a bigger scale, the XSR 155 could help Yamaha expand its operations within the biggest two-wheeled market on the earth. Indian’s motorcycle market is highly coveted by all bike manufacturers, and the more Yamaha can do here, the better of it will be globally.
The XSR 155 has already seen success in other Asian countries, so it only makes sense that Yamaha would bring it to India soon. I’m keeping fingers crossed it will be available in all markets soon. I’m a huge fan of small-displacement bikes, and a little retro bike like this is exactly what I’m looking for.
Yamaha hosts an annual Yard Build competition that has produced some fantastic custom motorcycles since the first competition in 2014. Recently, the company announced the winners of the most recent contest.
The theme of this year’s contests was Back to the Drawing Board, which challenged builders to create unique designs from the Yamaha XSR700.
The build-off contest saw all sorts of bikes be made from retro dirt-focused machines to futuristic cafe racers. Here’s a list of the winners of this year’s contest and a picture of the motorcycle they created:
When you’re in the market to drop $15,000+ on a liter bike there is pretty much a viable option from every major manufacturer. Liter bikes can be difficult to re-sell, and sometimes depreciate quite a bit due to the lack of buyers so making sure you take the time to research and compare is very important as this is typically the kind of investment you are going to want to hold onto for some time.
I felt like I outgrew my FJ09 within the first year of ownership and have been scouting for the perfect upgrade ever since. It’s been 2 years of searching and sitting on bikes at dealerships and I’m happy to say that I’m finally getting close to purchasing a bigger bike. Seeing as how $15,000 is an entire year worth of rent for me, there is quite a wall of anxiety behind the whole event and I’m sure many of you can relate.
If you’re split between the Ducati Panigale V2 and the Yamaha R1, this is the perfect video for you!Yammie Noob can be quite the polarizing figure as he has totaled more bikes than you can count due to irresponsible riding, but out of all the moto-YouTubers he still provides the first videos I click in my subscription feed when sitting down to watch some new content.
Yammie’s channel has really matured as of late, and the new content he is putting out is A+. The boys go into great detail regarding both bikes, and all the information is communicated in a clear and easily relatable fashion. Both bikes are tested, compared, and judged against one another and I’m sure there is some new information for everyone.
I was under the impression the Panigale was going to be far more uncomfortable than the R1, but obviously, I was wrong when Yammie began speaking so highly of the ergonomics of the bike.
Currently, ‘Papa Yam’ is holding an event for you to win this same Panigale when you join the community on his website.
Yamaha has been developing electric vehicles for several years, but is now stepping up its electric program with a compact portable motor and an electric motocrosser.
The motor range is called an Interior Permanent Magnet Synchronous Motor (IPMSM) with varying outputs from 35kw to 200kw.
They say they can be used in motorcycles and other vehicles.
Now Yamaha Motor Europe is also involved in a joint project with KNMV, Dohms Projects and SPIKE to build an electric motocross bike, EMX, to compete with 250cc models.
Benefits include higher torque and higher traction.
EMC program
Electric program
So far, Yamaha has only produced the electric PES1 (Passion Electric Street) road bike and PED1 (Passion Electric Dirt), but neither is available in Australia.
Last year, Yamaha also unveiled two electric scooters, an electric bicycle, an electric mobility scooter and an electric personal scooter at the Tokyo Motor Show.
E01 scooter
E02 scooter
YPJ-YZ
Land Link
Bu it’s not all electric power in Yamaha’s future.
Dirt bikes like Yamaha’s 2020 WR250F (left) are light, fast and incredibly nimble off-road, but with no license plate to appease the authorities, first you have to get it there somehow. A good alternative is a lightweight dual-sport like the Yamaha WR250R (right), which harnesses much of the F’s ability in a less-expensive package…and it’s street legal.
Life is so simple when you’re young. As teens and 20-somethings we thought nothing of loading up our dirt bikes, gas cans, firewood, chili, beer, chips and more beer in the ol’ pickup truck and heading out to ride in the desert and OHV parks, sometimes for days. Sleep usually came in a camp chair by the dwindling fire, or in the back of the truck. It was all about the riding, and après riding, so all of the effort and time involved just getting there went unnoticed.
Dirt bike riding and ownership is definitely more complicated than living with a street-legal bike, however, and that complication creates inertia that can be hard to overcome when you get older and busier and are dealing with, say, kids, a job and a mortgage. Off-road riding is fun, exciting, challenging and helps build skills you can use on the street, but since the bike can only be ridden off-road in designated areas, first you have to get it there. That requires a truck or tow vehicle and trailer of some sort, ramps to load the bike in the truck, tie-downs to secure it and the skill and ability to do all of that in the first place. Add to that loading up all of your riding gear, water, food, sunblock and first aid kit and you’re good to go…after about an hour’s worth of effort.
The extra weight on the typical dual-sport versus a dirt bike comes from the addition of DOT-approved lighting, wheels, tires, emissions equipment and more, but the weight difference has been narrowing in recent years.
Once you arrive at the riding area—from my house the closest is about an hour’s drive—then it’s time to unload everything, gear up and go riding. Which is heaven! Once you acquire some basic off-road riding skills, either on your own, by riding with friends or at a training school, there’s nothing quite like the thrill of exploring single-track trails, conquering hill climbs, sand washes and desert moguls or dark forest paths between trees. Dirt bikes are light and have big power-to-weight ratios, so just twisting the throttle on one and shooting down a dirt road is a major rush. And once you learn how, many of the hooligan antics—wheelies, sliding, burnouts, etc.—that would land you in jail on the street are par for the course off-road.
Tired and had enough riding for the day? OK, load it all up once again, and unload one more time when you get home. Wash the bike, drain its carburetor if it has one (and the bike will sit for a while until the next ride), get cleaned up and collapse on the couch. Sound fun? It really is, particularly if the type of off-road riding you do and your skill level really warrant a non-street-legal dirt bike. The 2020 Yamaha WR250F we sampled for this story, for example, weighs just 255 pounds gassed up and has fully adjustable suspension with more than 12 inches of travel at each end. Its liquid-cooled, fuel-injected, DOHC 4-valve, 4-stroke single revs briskly and makes whopping torque and top end power, fed through a wide-ratio (hence the WR) transmission that’s good for slow technical trails, flat-out flying and everything in between. Lights and an electric starter round out a mission-critical package that can tackle just about anything off-road.
Dirt bikes can still eat a dual-sport for lunch off-road, except when it comes to the amount of time, effort and expense getting there.
But what if you just want to do some off-road exploring, perhaps at a mellower pace, and have no interest in all of the additional expense and logistical hassle of getting you and a dirt bike out to a riding area? Adventure bikes are all the rage these days and can handle some off-road riding, but they’re expensive and most of us don’t have the skills to pilot a 500-plus-pound behemoth down much more than a dirt fire road. Even the smaller KTM 390 Adventure tested in this issue weighs 387 pounds wet—that’s like adding a passenger to the weight of the typical dirt bike.
If your off-road forays are not too far away—or even if they are and you’re OK taking frequent breaks along the way—a good alternative to truck ownership or big ADV machines is a light single-cylinder dual-sport bike. For the least weight and most performance, the European makers like KTM and Husqvarna offer some very serious (and expensive) lightweight dual-sports. But all of the Japanese manufacturers also sell less expensive models in displacements from 200 to 650cc. The 250s run from just 296 to about 321 pounds and still make enough power for riders (who aren’t exceptionally large) to not only tackle a lot of the same terrain dirt bikes can—at a slower pace—but they can also be ridden to the trailhead from home, skipping the whole load/unload/repeat process. More dirt is open to a dual-sport as well, since unlike a dirt bike it has a license plate and is legal on the thousands of miles of unpaved public roads that connect, for example, ghost towns in Nevada and the national forests in Tennessee.
The uniform for dirt riding is generally a little lighter-weight and cooler on the outside due to the extra exertion involved, but I’m protected underneath with an armored shirt, shorts and Fly Racing Pivot knee guards. Goggles keep out dust better than a face shield.
The 2020 Yamaha WR250R we sampled for this story shares much of its WR250F sibling’s DNA, but has far fewer unobtanium bits for racing so it costs $1,900 less. Yet at 296 pounds gassed up, it’s still the lightest of the affordable Japanese 200/250 dual-sports. The WR250R’s liquid-cooled single is based on the F’s 250cc race-ready enduro motor and shares the same bore and stroke, but among other changes has lower compression and mellower cam profiles for more street tractability. Seat height is still quite tall at 36.6 inches, but that’s an inch lower than the F’s, and the R still soaks up the bumps with 10.6 inches of fully adjustable suspension travel at each end. And it averages 61 mpg!
The WR-R’s design can’t take the pounding that its tougher enduro-inspired sibling can, but unlike many dual-sports it was built more for off-road than road, so you can tackle some pretty gnarly single-track terrain, ruts, rocks and jumps if it’s not too heavily loaded. The trade-off, of course, is its lower level of on-road comfort. Though it’s surprisingly smooth at highway speed and cruises right along at 65-70 mph without the engine feeling like it’s going to blow up, the seat is tall, narrow and hard, and the bike can get blown around in high winds. I have no problem riding it on the highway for a couple hours at a stretch before I need a break, though, and the aftermarket offers more comfortable seats, soft luggage (see the review on page 62) and suspension lowering kits as well as lots of bolt-ons to upgrade its off-road chops. Gearing can be easily raised or lowered depending upon how much off-road riding you actually end up doing, and the suspension beefed up as needed.
The uniform for dirt riding is generally a little lighter-weight and cooler on the outside due to the extra exertion involved, but I’m protected underneath with an armored shirt, shorts and Fly Racing Pivot knee guards. Goggles keep out dust better than a face shield.
Thirty years ago, I would have chosen a dirt bike every time for any kind of off-road riding. Today convenience and cost are more important than speed and ultimate capability, which makes a bike like the WR250R dual-sport the obvious choice.
From their appearances alone it’s easy to see why the WR250F (right) is the superior machine for off-road riding. But the WR250R can follow it nearly anywhere at a slower pace, and keep going when the road requires a license plate.
Mark’s Gear (WR250F): Helmet: Fly Racing Formula Vector Goggles: Fly Racing Zone Pro Jersey: Fly Racing Kinetic K120 Pants: Fly Racing Evolution Boots: Fly Racing FR5
Ready for some fun riding? The Yamaha Tracer 900 GT and BMW F 900 XR combine the useful power of table-flat torque curves with mostly upright, comfortable seating and good wind protection, suspension, brakes and handling. Photo Credit: Kevin Wing.
The 2020 BMW F 900 XR vs. Yamaha Tracer 900 GT Comparison Test was originally published in the June 2020 issue of Rider Magazine.
Motorcycles that start out as naked or standard models often inspire their manufacturers to build a complementary touring, sport-touring or sport-adventure version before very long. The Honda Gold Wing’s lineage is probably the most familiar example, but I could cite countless others from the mid-1970s to the present day. Attracting more and new customers is the objective of every motorcycle design, so whether going the touring route with a standard bike is to aim a not-so-successful model in a potentially better direction, or it’s to simply expand the fan base for a successful bike to include long-distance riders, the goal is the same.
Such is the case with the two motorcycles we’re comparing here, the new BMW F 900 XR and recently updated Yamaha Tracer 900 GT. Both are based on naked bikes, one also new—the BMW F 900 R—and one that has been a top seller in Yamaha’s lineup since 2013, the MT-09, formerly known as the FZ-09. Although BMW calls the F 900 XR a sport-adventure machine and Yamaha parks the Tracer 900 GT in its sport-touring category, their prices, displacements, semi-fairings, windscreens and mostly upright seating positions make these two bikes quite comparable. In fact, BMW considers the Tracer 900 base model a core competitor for its F 900 XR; we’re pitting it against the fully equipped 2020 Tracer 900 GT because the Tracer 900 hasn’t yet returned as a 2020 model.
Although the base model F 900 XR is priced well below the Tracer 900 GT, much of the Yamaha’s standard equipment—heated grips, centerstand, saddlebags and more—is optional on the BMW.
You can find in-depth tech details on both the BMW and Yamaha in their individual road tests—the Tracer 900 GT was revamped for 2019, and there’s a full review of it in the October 2019 issue and on our website. You can also find my review of the new F 900 R and XR online and in the May 2020 issue. Like their F 800 R predecessor, these new 900s fill the need for lower-cost twins in the BMW lineup, now with more power from a larger transverse, parallel cylinder 895cc engine and better feel and sound thanks to a new 90-degree offset crank, 270/450-degree firing interval and more effective counterbalancer. The $8,995 F 900 R is the naked/sport roadster, and for an additional $2,700 the F 900 XR adds a semi-fairing with a windscreen and lowers, a taller, wider handlebar, more suspension travel and ground clearance, and lower footpegs. It also has more fuel capacity than the R for sport-adventure riding. Traction control, ABS and two ride modes—Road and Rain—are standard, and you can plug in an optional Ride Modes Pro dongle that enables two more as well as cornering ABS, Dynamic Traction Control and more.
Introduced for 2015 as the FJ-09, the Yamaha Tracer brought sport-touring amenities to the bare-knuckled FZ-09, such as a more upright seating position, a more comfortable, adjustable seat, a semi-fairing with adjustable windscreen and hand guards. Its transverse, in-line 847cc Crossplane triple (CP3) has been a ripper from the start, with a 120-degree crank and counterbalancer that tames much of the vibes. As on the BMW, throttle-by-wire enables electronic features like three riding modes and dual-mode traction control, and the Yamaha’s TBW has been refined several times over the years to smoothen throttle response. For an extra $2,300 over the $10,699 (2019) Tracer 900, the 2020 Tracer 900 GT adds hard locking saddlebags, cruise control, a quickshifter for upshifts, heated grips and a full-color TFT display. The GT received an extensive makeover for 2019, including new bodywork, upgraded suspension, a taller windscreen, comfier seats and a longer swingarm.
Extra-long footpeg feelers on the Yamaha touch down in corners well before any hard parts like the centerstand or exhaust.
Aft of their functional semi-fairings and adjustable windscreens, the BMW twin and Yamaha triple also share 17-inch cast wheel and tire sizes, triple disc brakes with opposed 4-piston radial-mount calipers up front, chain final drive and 6-speed transmissions with slipper clutches (the Yamaha’s also has an assist function). Both have full-color TFT instrument displays, and even though navigating the BMW’s is harder to figure out, it’s much larger and is like watching 4K TV compared to the Yamaha’s small blocky screen. While the F 900 XR is priced substantially lower than the Tracer 900 GT, many of the Yamaha’s standard features like saddlebags, cruise control, heated grips, centerstand and more are optional on the BMW.
Although both bikes have relatively upright seating positions that are comfortable for extended hours in the saddle, the BMW’s wide handlebar is lower and its footpegs higher than the Yamaha’s, cramping the rider a bit more, particularly if you’re taller. The shape of the BMW’s non-adjustable seat also locks you into one position rather than letting you move around, and therefore feels higher than the Yamaha’s in its low position, despite their claimed seat heights. We installed the optional taller windscreen on the F 900 XR to even it up with the Tracer 900 GT, and as a result wind protection is pretty good on both due to their effective screens and fairing lowers. While the F 900 XR feels sportier and more aggressive, overall the Tracer 900 GT is the more comfortable of the two for sport touring, with roomier seating, a taller handlebar and more comfortable seat. Passengers also liked it better for two-up riding, since the seat is softer and roomier than the BMW’s and its grab rails are an easier reach.
Swooping bodywork and swingarm, longish suspension travel and 17-inch wheels give the Tracer 900 GT a beautifully aggressive look that belies its sport-touring comfort.
The BMW earns the adventure part of its sport-adventure description because it has nearly 7 inches of suspension travel front and rear and ample ground clearance, but with 17-inch wheels at each end I’d keep it well away from the dirt and just enjoy the extra travel on bumpy roads. Its additional ground clearance comes in handy when riding over ruts, low curbs and such, where we bashed the Yamaha’s low-slung underbelly more than once. Good suspension calibration on both bikes matches them up quite closely in corners. The BMW’s non-adjustable 43mm USD fork is stouter overall and more stiffly sprung compared to the Yamaha’s 41mm unit, though the latter is fully adjustable and can be stiffened up for sport riding quite well if that’s your preference. Remote spring preload and rebound damping adjustment are common to both in back, and aside from the BMW’s remote knob being difficult to use, rear suspension is comparably good. Although the Yamaha’s brakes are more than up to the task, its front brake lever needs more bite, while the BMW has good linear feel and a solid bite at the lever combined with an easily modulated pedal. Its stock Michelin Road 5 tires also offer better feel overall than the Dunlop Sportmax D222 OE rubber on the Tracer 900 GT, which we would replace right out of the gate with Dunlop’s premium Roadsmart IIIs.
Both bikes have top-notch suspension that helps them dance through bumpy corners, including USD forks and single shocks with adjustable rebound damping and remote preload adjusters.
On the dynamometer the Tracer 900 GT’s triple bests the F 900 XR’s twin in horsepower output, and the XR’s 20-pound weight advantage isn’t enough to give it an edge in a top-speed contest. But the two bikes are pretty closely matched in the torque department where it really matters for day-in, day-out sport touring and commuting. Both offer impressive grunt for slicing through corners without much shifting, accelerating hard from a stop or picking off a slow-moving car or truck with a quick pass. The BMW twin-cylinder’s rumble and the Yamaha triple’s velvet growl give each plenty of character and great sound, though neither has completely tamed some high-frequency vibration that buzzes through the grips enough to be noticeable much of the time, particularly on the Yamaha. Both require premium fuel and return similar fuel economy, though the Yamaha has more range thanks to its larger 4.8-gallon tank versus the BMW’s 4.1. Given their similarity elsewhere we’d pick the Yamaha’s engine simply for its extra power and longer valve inspection intervals.
Once you start bolting accessories onto the BMW that are standard on the Yamaha, the F 900 XR’s price and weight advantage quickly melts away, which leaves us with the Tracer 900 GT as the winner of this comparo. In addition to offering more power, comfort, fuel capacity and lower maintenance costs, with the exception of its tiny TFT display the Yamaha is the better bike and value for sport riding, touring and everything in between.
Both of these bikes are terrific sport-touring and sport-adventure machines. If you don’t need the additional touring amenities on the Tracer 900 GT, the F 900 XR is cheaper, lighter and handles well. If you do want bags, heated grips, a centerstand, etc., the Yamaha is a better value and handles just as well.
The BMW’s additional suspension travel contributes to its greater ground clearance, which helps prevent the undercarriage from scraping on low curbs, ruts, pavement edges, etc.
Mark’s Gear: Helmet: HJC i70 Jacket:Scorpion Yosemite Pants: Olympia X-Moto 2 Boots: Sidi Performer Gore
Extra-long footpeg feelers on the Yamaha touch down in corners well before any hard parts like the centerstand or exhaust.
2020 BMW F 900 XR Specs
Base Price: $11,695 Price as Tested: $11,945 (color) Warranty: 3 yrs., 36,000 miles Website:BMW Motorrad
Engine Type: Liquid-cooled, transverse parallel twin Displacement: 895cc Bore x Stroke: 86.0 x 77.0mm Compression Ratio: 13.1:1 Valve Train: DOHC, 4 valves per cyl. Valve Adj. Interval: 12,000 miles Fuel Delivery: BMS-M EFI Lubrication System: Dry sump, 3.2-qt. cap. Transmission: 6-speed, cable-actuated wet slipper clutch Final Drive: O-ring chain
Chassis Frame: Aluminum controlled-fill die-cast perimeter w/ tubular-steel subframe & cast aluminum swingarm Wheelbase: 59.1 in. Rake/Trail: 24 degrees/3.9 in. Seat Height: 33.5/34.1 in. Suspension, Front: 41mm USD fork, fully adj., 5.4-in. travel Rear: Linked shock, adj. for rebound damping & spring preload (remote), 5.6-in. travel Brakes, Front: Dual 298mm discs w/ opposed 4-piston radial calipers & ABS Rear: Single 245mm disc w/ 1-piston pin-slide caliper & ABS Wheels, Front: Cast, 3.50 x 17 in. Rear: Cast, 5.50 x 17 in. Tires, Front: 120/70-ZR17 Rear: 180/55-ZR17 Wet Weight: 506 lbs. Load Capacity: 363 lbs. GVWR: 869 lbs.
Performance Fuel Capacity: 4.8 gals., last 0.7 gal. warning light on MPG: 91 PON min. (low/avg/high) 41.8/44.0/46.3 Estimated Range: 211 miles Indicated RPM at 60 MPH: 4,000
2020 BMW F 900 XR vs. Yamaha Tracer 900 GT Comparison Test Gallery:
Ready for some fun riding? The Yamaha Tracer 900 GT and BMW F 900 XR combine the useful power of table-flat torque curves with mostly upright, comfortable seating and good wind protection, suspension, brakes and handling.LED headlights and taillights give both bikes excellent conspicuity and nighttime vision. Surmise all you want as to why the Yamaha’s low beam is on the left and the BMW’s is on the right….Both of these bikes are terrific sport-touring and sport-adventure machines. If you don’t need the additional touring amenities on the Tracer 900 GT, the F 900 XR is cheaper, lighter and handles well. If you do want bags, heated grips, a centerstand, etc., the Yamaha is a better value and handles just as well.Both bikes have top-notch suspension that helps them dance through bumpy corners, including USD forks and single shocks with adjustable rebound damping and remote preload adjusters.Extra-long footpeg feelers on the Yamaha touch down in corners well before any hard parts like the centerstand or exhaust.The BMW’s additional suspension travel contributes to its greater ground clearance, which helps prevent the undercarriage from scraping on low curbs, ruts, pavement edges, etc.Although the base model F 900 XR is priced well below the Tracer 900 GT, much of the Yamaha’s standard equipment—heated grips, centerstand, saddlebags and more—is optional on the BMW.Long-travel suspension and 17-inch wheels front and rear contribute to the BMW F 900 XR’s sport-adventure look, but we’d keep it firmly on the road.Swooping bodywork and swingarm, longish suspension travel and 17-inch wheels give the Tracer 900 GT a beautifully aggressive look that belies its sport-touring comfort.BMW’s large TFT display is clear and bright and is controlled with a menu button and Multi-Controller wheel by the left grip. Yamaha’s TFT display is smallish but still fairly easy to read. Yamaha’s CP3 Crossplane triple make more horsepower but roughly the same amount of torque as the BMWBased on the F 850 GS mill, the F 900 XR’s new twin has a lumpier firing interval and more functional counterbalancer. 2020 Yamaha Tracer 900 GT Dyno Run2020 BMW F 900 XR Dyno Run
The last MT-07 we tested delivered 57.6 average mpg, which would make the T7’s 4.2-gallon tank good for more than 240 miles. If you can tame your right wrist, that is. Photos by Brian J. Nelson.
As the ADV market has been trending toward middleweight machines, perhaps the most anticipated new bike after KTM’s 790 Adventure is Yamaha’s 2021 Ténéré 700, based on the compact and torque-rich Crossplane parallel twin from the MT-07. After being teased since late 2016 with action-packed videos featuring aggressive Dakar-style riding sequences, the Ténéré 700, or T7, is finally here and it’s not nearly as hardcore as the prototype. But that’s OK, because most of us can’t ride like 6-time Yamaha Dakar Champion Stephane Peterhansel through the dunes of Africa.
A quick glance at Yamaha’s lineup reveals a gap in its street-legal but dirt-worthy lineup between the WR250R and the Super Ténéré T12, and there is plenty of room for another player in the middleweight ADV segment currently occupied by BMW, KTM and Triumph. Most manufacturers have fully embraced the electronic aids arms race, with riding modes, IMU’s, ride-by-wire throttle, traction control, wheelie control, lean angle specific ABS, electronic suspension, color TFT dashes and more, which begs the question: how many rider aids do you need or are you willing to pay for? The T7 is a dramatic departure — its sole rider aid is ABS that is switchable when stopped, which works well. As someone who spends most of his time on lightweight dirt bikes without any electronic interventions, I felt immediately comfortable on the Ténéré 700 with its light clutch, smooth shifting and excellent fueling.
Flat YZ-style seat is part of the T7’s rally-bred design and allows lots of movement. The bike’s slim tail also has a built-in handhold.
Swinging my MX boot over the 34.6-inch-high narrow YZ-style seat (there is also a lower seat, and rear linkage available that lowers the seat by 1.5 inches) reveals a relatively narrow tank and comfortably wide tapered handlebar with half waffle grips protected with plastic hand guards. The foldable serrated footpegs have removable rubber inserts for road riding, and both brake and shift lever have foldable tips like a dirt bike. An aluminum skid plate protects from rock hits (and doubles as a gong at times) and the front fender adjusts 8mm to allow for taller full knobby tires and room for mudpack.
The high vertically shaped LCD display is easy to read with tach, gear display, speed and clock. Using the right grip switchgear, you can toggle through other modes including air temp, two tripmeters, current and average fuel consumption, and disengage the ABS directly on the display. Unfortunately, bombing down a dusty road in a group renders the display almost useless. Bring a soft cloth. And rough roads vibrated the display fairly hard, making us wonder about its longevity. The sturdy crossbar above the LCD should be great for mounting a GPS, GoPro, phone, etc. One 12V outlet is standard and there’s room for another.
Multi-function vertical mount LCD instrument offers good visibility whether sitting down or standing up. Switchable ABS on/off button is in lower right corner.
The T7 shares Yamaha’s CP2 689cc parallel-twin with its naked sport-standard street bike, the MT-07, which made 68.6 horsepower at 8,800 rpm and 47.6 lb-ft of torque at 6,400 rpm at the rear wheel on the Jett Tuning dyno the last time we tested a 2016 model. This overachieving motor is impressive and has a wide sweet spot throughout the well-spaced gearing. In addition to updates to the ECU, the T7 twin gets a new airbox with a higher snorkel, revised cooling system and upswept exhaust and a final gear ratio of 46/15 vs. 43/16. The rest of bike is all-new, including the narrow double-cradle tubular-steel frame, triangulated (welded-on) subframe, double braced steering head and aluminum swingarm.
I’m a big fan of the T7’s narrow and tall Dakar styling that begs you to go stand-up dirt riding. Its flat YZ-style seat and upswept muffler, slim tail section with side panels that look like number plates complete the look and complement the riding experience. Sitting down at higher speeds the tall windscreen produced more coverage than expected and kept the majority of the wind blast off my chest at highway speeds. I experienced no buffeting wearing an MX helmet and there weren’t any noticeable engine vibes to complain about.
With no electronic rider aids other than ABS that can be turned off, there’s no traction control to intervene against the usual off-road antics.
Kevin’s Gear Helmet: Fly Racing Formula Vector Goggles: Fly Racing Zone Jersey and Pants: Fly Racing Kinetic Mesh Boots: Fly Racing FR5 Gloves: Fly Racing Pro Lite
The T7’s sturdy 36-spoke 21-inch front and 18-inch rear wheels shod with Pirelli Scorpion Rally STR tube-type tires that worked reasonably well in the dirt didn’t turn out to be a major compromise on the street. The bike steers quickly and accurately, without the usual vagueness from a 21-inch front, perhaps due to the 48% front and 52% rear weight bias, and felt like a supermoto bike on the twisty paved back roads. In the dirt the lighter front bias helps unweight the front under power.
Our dirt-heavy 140-mile loop at the T7’s introduction in Tennessee was a dirt tracker’s dream, winding through gorgeous sun-filtered forest canopies on forest roads with varying amounts of gravel on top to keep you on your toes. The Crossplane 270-degree crankshaft motor is super torquey and won me over in no time. It’s the hands-down star of the show and provided heaps of confidence in hard pack conditions with a loose top layer whether seated or comfortably standing. Keep the Pirelli Scorpion Rally STR tires in line or let the rear slide, the choice is yours.
The CP2 Crossplane twin from the MT-07 has always made plenty of low-end and midrange torque, and it comes on even sooner in the T7.
The best dirt section was a Jeep trail that was embedded with rocks and other obstacles like ruts, numerous water bars, sand, broken tree branches, loose rocks and even a rogue black bear. Knowing what we were about to encounter, the sneaky Yamaha staff changed the bikes’ suspension settings before you could say, “Where’s the mosquito repellent?”
The stiffer setup showcased the available adjustment within the stock KYB suspension. The 43mm fork has 8.3 inches of travel and is adjustable for compression and rebound damping, while the rear piggyback shock with progressive linkage has 7.9 inches of travel with adjustable compression and rebound damping and a remote knob for adjusting the spring preload.
Although there’s a decent 9.4 inches of ground clearance to work with and the T7 is lighter than most of the competition at a claimed 452 pounds wet, add another 200 pounds of fully geared rider and you’ll want to reserve the biggest launches for your dirt bike. Even when bottoming out, however, there wasn’t any nervous feedback. We even limboed under a downed tree only to find a larger tree around the corner forcing us to turn around.
Riding conditions in Tennessee included a little bit of everything, including lots of deep water crossings. Dive! Dive! Dive!
No doubt the T7 is a solid package off road at spirited speeds, with one exception, the brakes. As a seasoned dirt rider, I found the both front and rear required higher effort than expected, had vague feedback and required too much attention, particularly in loose dirt combined with the 50/50 tires versus full knobs, and I began using the transmission for help slowing down. The softness might be built-in by design for entry-level riders. Brembo brakes have front twin-piston 28mm floating calipers with 282mm dual discs and the rear relies on a single-piston 34mm floating caliper with a 245mm disc.
Fuel capacity is 4.2 gallons, and at the end of our aggressive ride the last bar on the fuel gauge was blinking after just 130 miles. Past experience with this engine has shown that you can expect more than 200 miles from a tankful with a tamer right wrist. While dual sports connect trails, the T7 will allow you to connect states.
We liked nearly everything about the T7 except its braking feel up front, which Yamaha seems to have given a soft initial bite for off-road riding.
At just $9,999 for the Ténéré 700, the Yamaha is now the low-cost, low-weight leader of the middleweight ADV class if its claimed wet weight holds true on the Rider scale in a week or two. Yamaha also offers a lot of accessories for the T7, including two bundle packs that are a good value. The $1,549.43 Rally Pack includes an engine guard, radiator protector, oversize aluminum skid plate, tank pad, mono-seat rack, chain guide and centerstand, and the $2,264.94 Tour Pack includes an engine guard, centerstand, aluminum side cases and side case mounts and lock set.
After a day on the T7 I was still eager to keep riding. It’s not a hair-on-fire ADV race bike, purpose-built to explode sand dunes. It’s simply a fun on- and off-road motorcycle that also happens to be affordable and could pull light commuter duty as well. With all the craziness in the world today, disappearing into the woods or any other isolated location sounds like a good plan, and that’s not the moonshine talking.
2021 Yamaha Ténéré 700 Website: yamahamotorsports.com Base Price: $9,999 Engine Type: Liguid-cooled, transverse parallel twin, DOHC, 4 valves per cyl. Bore x Stroke: 80.0mm x 68.6mm Displacement: 689cc Transmission: 6-speed, cable-actuated wet clutch Final Drive: O-ring chain Wheelbase: 62.8 in. Rake/Trail: 27.0 degrees/4.1 in. Seat Height: 34.6 in. Claimed Wet Weight: 452 lbs. Fuel Capacity: 4.2 gals., last 1.1-gal. warning light on MPG: 86 octane min (high/avg/low) NA
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An all-new perimeter steel frame on the T7 has removable lower frame rails for engine
maintenance, a triangulated sub frame and double-braced steering head.Hand guards, a crossbar for mounting electronics such as a GPS and four LED headlights–two high beam, two low–are standard.A robust aluminum skid plate is standard but Yamaha offers a burlier option if you’re so inclined.Fully adjustable fork offers 8.3 inches of travel, and there’s 7.9 in the back. Scorpion Rally STR tube-type tires are solid 50/50 tires that make little noise on-road.At a claimed 452 pounds gassed and ready to ride, the T7 has an easier-to-manage weight and neutral, comfortable riding position, though seat height is up there at 34.6 inches.
Yamaha’s attractive little MT-03 learner bike, gets a major cosmetic and performance upgrade for 2020, plus a price hike.
The MT-03 is now $A7299 ride away, compared with $A5699 (plus on-road costs) last year.
However, it now has much better suspension, all LED lighting, LCD dash, new and aggressive “Dark Lightning” styling and a choice of three colours: Ice Fluo, Icon Blue and Tech Black.
The styling features a pointier nose, bigger air scoops, dual position lights and a minimalist diamond frame design with very little bending or welding.
But more importantly the handling should be vastly improved with the addition of 37mm inverted KYB forks and a cast aluminium upper triple clamp plus an updated rear shock with seven-step preload adjustment.
The long 573mm swingarm reduces fluctuations in the angle of the swingarm in relation to the road surface during both compression and rebound when compared to a conventional, shorter design.
Yamaha says this provides more efficient transmission of power to the rear wheel, particularly during acceleration, deceleration, and cornering.
MT-03 power
It is powered by a compact and lightweight 321cc inline twin-cylinder engine developed fromYamaha’s multi-championship-winning YZF-R3 sportsbike.
The liquid-cooled DOHC four-valve CP2 engine features a 180-degree crank and integrated counterbalancer.
Yamaha is the latest to develop an automatic emergency call system in the event of a crash, but their system also flashes the lights and bows the horn.
SOS buttons or eCall systems have been available in cars for some time and have now been mandated throughout Europe.
It is expected they may also be mandated on motorcycles in the future.
The system may arrive sooner in the Indian-made Quin smart helmet which detects a crash and call the emergency services and/or a nominate contact such as your partner.
Quin helmet
Yamaha flashes and blows
Meanwhile, Yamaha has filed a patent fortheir system whichnot only sends an alert to a nominated third party, but also flashes the headlight and blows the horn to alert passersby.
The horn and lights would also prevent the traffic from running into your crashed bike.
It includes sensors which can detect when the bike has been involved in a crash.
Like the BMW and Quin systems, there is a manual override in case you’ve dropped the bike off its stand, dropped your helmet or had a small, no-injury crash.
The BMW and Quin systems also provide GPS co-ordinates of the rider’s position. There is no mention of that in the Yamaha patent.
Quin helmet