When I look at protecting a motorcycle for multi-surface touring, my first priority is the soft aluminum underbelly, better known as the crankcase. Difficult to field repair and expensive to replace (over $1,400 from one online source), those intricate castings are the inner sanctum for the motor and tranny. Like most OEM skid plates, the Yamaha Ténéré 700’s 2mm-thick aluminum stock unit is adequate for mellow dirt-road travel, but it doesn’t provide enough protection against the serious rock impacts that can occur when the road deteriorates. For something more substantial, I turned to AltRider for its 4mm-thick aluminum plate, which is TIG welded by hand in the USA.
It attaches to the same four mounting points as the stock piece with the included stainless-steel hardware, and to four rearward frame bolts, unitizing the undercarriage. AltRider’s compact design keeps the plate close to the engine to prevent rocks and debris from collecting; protects the header pipes, oil filter, and sidestand switch; and is vented in key areas to shed heat. The oil sight glass is still visible, just a tad harder to see.
To complete the armor package, I also sourced AltRider’s Linkage Guard, a 6mm high-density polyethylene piece that bolts to the tail of the plate. Riding just below the T7’s exposed rear suspension joints, the flexible guard helps the bike slide over obstacles while limiting impacts to vulnerable suspension components.
The skid plate installation video on AltRider’s website was a helpful guide during installation, to the point of showing how to keep the forward spacers in place with a dab of grease while lining up the screw holes. My 700 has the OEM centerstand fitted, which complicates matters somewhat, because the stand’s thick bracket shares the frame attachment points used by the rear of the plate. Having some visuals would have been helpful for aligning everything and getting the bolts threaded, but perseverance and some colorful language carried the day.
Testing began in the wilds of Nevada, with clunks and clanks ringing out from below as the T7 conquered rocky climbs and roadways-turned-creek beds. The extra-thick metal and stout welded structure gave me the confidence to plow through or smack aside anything in my path –good thing, since at times there was no option but to slam on ahead. The abuse continued into California, where the back way into Bodie State Historic Park dished up more rocks and rubble. Damage assessment: zero, to either bike or plate (not counting scratches), and no small rocks left rattling around between the crankcase and its armor.
Consider me satisfied. The skid plate runs $383.97, or $405.97 with the guard, in either powdercoated black or clear-finished silver.
Our long-term Yamaha Ténéré 700, which I now own, has clocked over 9,000 miles. It would have more than 10,000 if heat, smoke, fires, and a toasted rear tire outside of Tonopah, Nevada, hadn’t conspired to shorten my summer ride. Mammoth Cycle Works (mammothcycleworks.com), the closest shop with a replacement tire, had me back on the road quickly after a slow ride from Tonopah on the compromised skin (pro tip: call ahead).
Otherwise, the bike has been ideal for my kind of riding – comfortable on the highway, a hoot in the twisties, and capable off the pavement, whether sitting or standing, and no matter the surface. Fully adjustable suspension and the CP2 motor’s steady power delivery facilitate riding slow, riding fast, or just cruising.
In an era of complex machines, the Ténéré’s single ride mode – manual – is the same one I grew up with. Traction control is throttle and clutch, the latter holding up to abuse on technical climbs and digging out after stalling in sand. The T7’s absence of electronic aids has led to comparisons with the KLR650 (a great bike of which I’ve owned two), but the Yamaha’s horsepower advantage takes ADV riding to a higher level.
All the upgrades I’ve reported previously in our tour test of the T7 and Part 1 of the long-term review are working as expected, though one crash bar moved an inch closer to the bodywork after I dropped the bike in my garage. The Barkbusters have already each saved a lever, and the Pivot Pegz delivered zero slip, even in the rare wet conditions I’ve encountered.
In addition to the Touratech soft luggage on the back, I added a Nelson-Rigg Trails End Adventure Tank Bag ($119.95; nelsonrigg.com).
An AltRider Skid Plate with Linkage Guard ($405.97; altrider.com) replaced the lightweight OEM unit before my Nevada trip for better protection, and the Sargent World Performance Seat ($359.95; sargentcycle.com) I wish I’d had for that ride is now in place, making a huge comfort improvement over the stock unit. Ditto the Kaoko Throttle Lock ($129.99; kaoko.com); a cramped right hand is a thing of the past now that I can safely release my grip.
My biggest gripe is range. In mixed riding, the T7 ekes out 200-plus miles per 4.2-gallon tankful, which is marginal when exploring the empty spaces of the West. On a recent 650-mile backroads ride to the Mojave Desert, it returned 52 mpg. I’m dithering between an auxiliary tank and Giant Loop’s much lighter Armadillo fuel bag to extend its range. The robust OEM kickstand is a blessing, but its foot lever sticks out dangerously far, something a welder will soon be addressing for me.
Maintenance has been routine and simple to perform: changing the oil and filter, checking the air filter, and caring for the chain. Moving parts and cables are lubed, fasteners, bearings, and fluid levels get checked. The valves won’t need attention for another 17,000 miles.
Looking ahead, I see more fuel capacity, a Scotts steering stabilizer, AltRider crash bars (battle proven on my former BMW F 800 GS), and an oiled-foam air filter. A tail tidy would help clean up the rear, and I may lower the bike a smidge, since my legs aren’t getting any longer. It’s a safe bet the T7 is a bike I’ll be enjoying for many years to come – likely with more improvements along the way.
The 2022 Yamaha Ténéré 700 began arriving in dealerships in January. Its MSRP has increased by $300 to $10,299, and there are two new color options: Team Yamaha Blue and Raven.
Moto Morini has been making cars in Italy for over a hundred years, with the brand experiencing a rebirth after the company was purchased by Zhongneng Motors.
This bike still showcases elements of the Moto Morini brand, the most notable being the rather sharp features of the X-Cape’s head, similar to that of the eagle present on Moto Morini’s crest.
The middleweight bike features a 649cc parallel-twin engine sporting a sparse 60 horsepower – hardly anything special, especially considering that the engine itself is being considered ‘the budget approach for the company’, being Zhejiang Chunfeng-sourced and sporting a Bosch EFI system.
Pair that with Euro 5 compliancy, and we’ve got a package similar to what we find in the Kawasaki Versys 650…not the hyped-up niceties of its more mature (and admittedly more fun) competition, the Yamaha Ténéré 700.
Other perks of the X-Cape include a full-color TFT display, the ability to connect via Bluetooth, and a built-in pressure monitoring system for the bespoked tyres, as well as three color options: Red Passion, Smoky Anthracite, and Carrara White.
Here’s a more detailed list of the specs available in today’s model:
Length x width x height: 2190x905x1390 Wheelbase: 1470 mm
Dry weight: 213 kg
Seat height: 820mm/845mm
Fuel tank: 18L
Ground clearance: 175mm
Front brake: 298mm double discs, floating caliper, 2 pistons
Rear brake: 255mm single disc, 2 pistons
ABS: BOSCH ABS 9.1 Mb (switchable ABS)
Tubeless Spoked rims
Front tyre: 110/80-19M/C
Rear tyre: 150/70-17M/C
Engine type: L 2, 4 Strokes
Engine capacity: 649 cc
Bore x stroke: 83mm x 60mm
Max torque: 56Nm/7000rpm
Max power: 44kW/60CV/8250rpm
Injection system: BOSCH EFI injection system Max speed: 175 Km/h
Cooling system: liquid
Fuel distribution: DOHC twin-cylinders 8 valves Emission: euro 5
The Standard model of the Moto Morini X-Cape will hit European showroom floors for the pretty sum of €7,290, or around $8,600 USD. The Italian company will also have ready a restricted variant, available to A2 license holders.
Sticking to the asphalt and want a better bang for buck? No problem – there will be a street-focused variant, complete with alloy wheels for just over €7,000, or $8,366 USD.
Trev is currently on a five-day intensive test program with Yamaha’s eagerly awaited new Tenere 700. He has over 1000 dusty kilometres under his belt so far on Yamaha’s new middle-weight adventure machine and was lucky enough to have the opportunity, thanks to Yamaha Australia, to chat with Takushiro Shiraishi, Project Leader in charge of overall development of what is a very important new model for Yamaha. Quite a responsibility…
45-year-old Shiraishi-san joined Yamaha after completing a Master’s in engineering at the University of Tokyo in 1999. Thus 2019 marks Shiraishi-san’s 20th year with the marque.
During those two decades Shiraishi-san has been involved with the development of the XT660, as well as the WR250R, and was also involved with the development of the popular MT-07, from which the Tenere 700 receives its powerplant.
Here’s a look at what went on behind the scenes with the development of the Tenere 700 and the decision making processes that evolved as the project took shape.
Takushio Shiraishi Interview
Trev: You were the project leader for the Tenere 700, to be blunt, why did Yamaha give you the job?
Shiraishi-san: I’m not sure, but most probably Yamaha appreciated me from the experience of the off-road bike development. Before Tenere I was involved with the development of the XT660, and also WR250R/X, and I was also involved with the MT-07. So I know well about the engine of the MT-07, and this is my background before starting the Tenere. That’s most probably why Yamaha appreciated my experience.
Trev: When the MT-07 was first released here four or five years ago, during the launch, at the very first stop I asked Sean Goldhawk ‘when is the adventure bike was coming..?’ As the engine seemed to lend itself to that application, was the engine originally designed with adventure envisaged in its future?
Shiraishi-san: Honestly speaking, no. At the beginning of MT-07 development we didn’t consider, but at the same time we already noticed that this engine is so good during our development on the MT-07, that we then also thought about off-road usage, so at that time we developed some idea to develop an off-road model using the MT-07 engine, because of the character and the torque.
Trev: It’s EURO5 spec’ in the Tenere 700?
Shiraishi-san: For the future of course.
Trev: Can you tell me anything about the technical challenges of meeting Euro5 without Ride-by-Wire? I would imagine that would be quite difficult?
Shiraishi-san: Honestly speaking no, because the MT-07 engine has very good combustion in the cylinder, so good combustion means good exhaust gas emissions. Of course we have some difficulty, but not so quite difficult.
Trev: With EURO5 I believe you have to have an O2 sensor before the cat converter, and one after.
Shiraishi-san: Something like this I think.
Trev: So this bike has one cat or two cats?
Shiraishi-san: Now this spec which you rode is EURO4 spec at this moment. So now the O2 sensor is one, and the catalyst is only one.
Trev: Do other countries have this EURO4 for now, or have some got the EURO5?
Shiraishi-san: At this moment our plan is only EURO4 spec at the moment, for the future of course we have a plan to introduce EURO5, but not now.
Trev: The suspension travel, I guess everything is always a compromise. As we’ve spoken about before, it’s generally only places like the Australian market where people are going to use all the suspension travel, hitting and jumping big erosion banks and the like off-road. Where most people in Europe would probably only ride them on-road, due to the severe restrictions placed on off-road pursuits in many countries. I suppose the 200-210 mm of suspension travel was the compromise between the two, to retain a relatively low seat height, but also give us a fair bit of ground clearance. How long did it take to arrive at that sort of base figure, that you then had to tune the suspension for.
Shiraishi-san: To decide the final specification with this suspension strokes and seat height, we spent a lot of time. Because the balance between the seat height and the shock absorption is very difficult to define, and finding the good balancing point and ability. And the accessibility for many riders, so we took a long time for this.
Trev: This bike is somewhat purposefully basic in regards to electronics, no ride-by-wire, no cruise, no traction control, no rider modes, I presume the ABS is not lean angle sensitive.
Trev: So the ABS is either on or off, why not have a middle setting where the ABS is only off on the rear? A medium setting which we see quite often from other brands.
Shiraishi-san: For example, for this ABS setting, or the variation of the switching off, yes we also discussed a lot about this, of course we understood that some requirements could be in the market, about rear cancelation with only front having ABS active. But our main target was off-road riders so especially I discuss a lot with testing riders, who are very expert off-road riders, and they told me real off-road riders prefer very simple structure, and also that to stop efficiently with good skid the ABS is annoying. That’s why we decided because our target customer, main target, is expert off-road rider, that’s why we decided to cancel both front and rear, to give the customer a lot of freedom of control. That’s why also we carefully created the specifications of the brakes to have much more controllability by the rider.
Trev: I think you’ve done quite a good job there, a good twin-disc front end, it has a progressive feel. The ABS is not too bad off-road, as in for most of this riding so far this week you didn’t really need to turn ABS off when on rough terrain off-road. One little scenario here and there you might prefer it off, but overall the ABS still cycles fast enough to still be useful to most riders. Not everyone will need to turn the ABS off to go off-roading, and most certainly riders of lesser experience levels would still be wise to leave the system on.
Shiraishi-san: Yes, thanks to our ABS engineer, I cannot say we have the best system and tuning of the system in the market, but we could achieve enough sufficient braking power even with the ABS on, off-road. And I would like to say this, the engineer responsible died one year ago due to a racing accident, but I would like to say thank you to him.
Trev: He did a good job. Condolences on the loss of your team member.
Trev: The instrumentation, it seems to be mounted on some sort of shock absorption system?
Trev: Obviously that’s to ensure it lasts for longevity. It works quite well, the screen got very very dusty where we’ve been riding, because the drought conditions are truly horrendous, which made the screen a little hard to see at times. With adventure bike riding you need to keep an eye on your fuel, especially in Australia, as it’s a big place with lots of very remote locations. The fuel gauge seems to go down to one bar when you still have up to 150 km of range to go, then when the tank gets down a little bit further a trip meter starts to count up. Some of the Yamaha Australia guys say they still have a 100-120km range when the fuel trip starts. I would much prefer that when the counter starts it counts down, and lets me know how much range I have remaining. I think a range to empty indicator would have been very useful. Is there a reason why we don’t have one?
Shiraishi-san: Technically we can do it, also we discussed about it, and we just followed the normal way of Yamaha dash indicators. But at the same time we understand that this kind of feature could be very useful and helpful for riders. We can consider for the future, improvement as for this kind of feature.
Trev: Would something like that be implementable as a software update for first generation models? Could that possibly be something a Yamaha dealer could retrofit to someone who buys one of these bikes early on in the piece?
Shiraishi-san: It’s an interesting idea, normally we have not done like this, but maybe it can be considered. It’s an interesting idea.
Trev: And most of the testing and development was done in Europe is that correct?
Trev: And it was done between France and Italy, is that correct?
Shiraishi-san: Not exactly, most only in Italy, but we also used the test course in North of Italy where there is one test course owned by Porsche called Nardò Test Course, and here we had many kinds of off-road course, so we tested there for example one test course, called African World. From the outside it’s nice to see, but if you see the riding it’s really amazing, with a massive off-road test course with all conditions, was very useful for us.
Trev: You were based in Europe throughout the development process?
Trev: How big was your team of engineers from Japan that were based with you in Europe? It must present some challenges doing the development in Europe when the main manufacturing arm is located, along with most Yamaha engineers being located back in Japan. How were those challenges overcome?
Shiraishi-san: Of course we needed a lot of communication between Italy and Japan, and sometimes for example the email information exchanged created a lot of confusion and misunderstandings, so finally we decided to have periodical Skype meetings and also periodically visited each other to have direct communication, especially on the ABS and engine development, which were mainly developed in Japan. So we visited each other very frequently, and that’s why we say by meeting directly we could establish something, good communication.
Trev: So job done now for Tenere 700 for you. What next?
Shiraishi-san: Personally I’m not sure, I’d like to have a wider view for the developments of Yamaha, especially for the off-road categories, and as for the new development, maybe based on this bike, we are waiting for the customers and the market feedback to be confident to start anew.
Trev: To make a longer travel, more serious Tenere 700, maybe?
Trev: If you’re still going to be involved, intrinsically with Yamaha’s off-road development and range of models, I would imagine you would be visiting us a little more often. Australia is a very small market generally, but a big market for WR and bikes likes the Tenere. Australia is the world’s best customer for the WR450 and WR250F, I think?
Shiraishi-san: Yes, that’s why I’d like to visit again, Australia and maybe New Zealand to understand more the customers and the market, also today I visited some dealers and also farms.
Trev: I did hear you’d been checking out some Ag bikes.
Shiraishi-san: I feel that the Ag is really legendary bike, survive with no maintenance for a long time and be very practical.
Trev: Farmers are generally very bad at maintenance *laughs*.
Shiraishi-san: But it’s very nice while here to see the real users on the AGs, really impressive for me, how they use theirs individually; imagination on its own is not good for understanding the reality for us, so the experience was very enlightening.
Trev: Thanks very much for joining us on the launch, perhaps next time we’ll get you out on the motorcycle with us.
Shiraishi-san: Thank you.
The wait for the eagerly anticipated Yamaha Tenere 700 is almost over, and with more than 350 already spoken for the bike might debut near the top of the adventure-touring sales charts for 2019 despite being only on sale for a single month of the calendar year.
Yamaha Australia recently staged a series of promotional nights around the country ahead of the pending arrival of the eagerly anticipated new Ténéré 700 adventure motorcycle this December.
Reports in from events held across the country have hailed the tour a success with up to 100 members of the public attending each event. Showcases were staged in Mackay, Brisbane, Newcastle, Sydney, Melbourne, Hobart and Adelaide. There is one event left on the tour calendar for Australia and that happens this Saturday, July 27th, at the Esplanade Hotel in Fremantle. The tour then hits New Zealand next month with visits to Auckland, Wellington and Christchurch, click here to check pending dates.
MCNews.com.au recently attended the Melbourne leg of the journey and witnessed the enthusiasm for the new Ténéré 700 for ourselves.Despite being held at the Park Royal Hotel adjacent to Melbourne airport, with its parking problems and peak hour concerns, dozens of eager fans of the new bike jumped at the chance to get up close and personal with the Ténéré. I bumped in to a couple of fellas who had made the trip down from Wangaratta to attend, a return journey amounting to almost 500 kilometres, how’s that for keen!
Yamaha royalty was in attendance to entertain the eager throng ahead of the machines unveiling with four-time Mister Motocross, amongst many other titles and successes in just about every facet of motorcycling, Stephen Gall, one of the headline acts.
Current Factory Yamaha Dakar Rally rider Rodney Faggotter was interviewed by Gally about the experience of racing Dakar, before Faggotter himself then took us through his bespoke WR450F Rally machine.
Dripping in carbon-fibre and unobtanium it was an object of keen interest. Looking as trick as a MotoGP bike built for the desert, it was a definite highlight for me, it just radiated ‘special’.
Some of the other inanimate stars present on the night included some beautifully restored examples of the marque from yesteryear.
Andrew Clubb, known as Captain Tragic for his role in organising the annual Ténéré Tragics rally events, imparted his knowledge of Ténéré history and took us around the room. First stop was a 1983 Ténéré XT600Z. The original (34L) Ténéré sported a massive 30-litre fuel tank and was powered by a kick-start only 595cc single.
We then moved on to a 1988 Ténéré XT600Z which had the Yamaha model designation 3AJ. A much more modern looking machine that really established the Ténéré look. For the sake of us that are not the most skilled in the dark art of kicking big singles into life, it came with electric start. A small screen offered the rider a little more protection while the way ahead was now illuminated by twin head-lights.
Whoa nelly! Then it was on to the big girl! Rally racing speeds had been getting crazier and crazier and Yamaha came to the party with a new twin-cylinder Super Ténéré known as the XTZ 750. This generation of the machine took Yamaha riders to much Dakar success. There was an audible collective gasp around the room when it was noted that a particular XTZ 850 R factory Super Ténéré, ridden by Yamaha Dakar Rally legend Stephane Peterhansel, held an astonishing 105 litres of fuel! The men of the modern Dakar are hard enough now, but I don’t know how those boys racing in those earlier days fitted their balls on the bike!
The reminiscing at the older models also took be back to the 1994 XT600E I owned in the mid 90s. It was the twin-carb YDIS model fitted with a big aftermarket Acerbis tank on it that fuelled my explorations around the back-tracks of Western Australia back in the day. I will have to dig some old photographs out of the shed one day and reminisce a little more on some of my own early adventures.
With the history lesson observed, and appreciated, it was time to turn our attention to the stars of the night that the public had come to see. Yamaha staff whipped the covers off three new Ténéré 700 models, all fitted with various levels of accessories and options.
Attendees were invited to jump aboard and try the machines on for size themselves and they didn’t need to be asked twice.People enjoyed the chance to try out the seating position and standing riding stance.
Those concerned about the 870mm seat height were talked through the optional low seat and suspension lowering kits. After feeling how slim the machine is between the knees, some attendees had their height reservations put to rest after finding it amenable enough for their stature.
With 240 mm of ground clearance, and 210mm of suspension travel, the seat height is never going to be cruiser like.
Tipping the scales at 187 kilograms dry, or 204 kilogram with all fluids,including a full 16-litre fuel tank, the new twin-cylinder Ténéré 700 is actually lighter than the outgoing single-cylinder Tenere 660.
Of course the heart of the machine is the parallel twin engine derived from Yamaha’s very successful MT-07 street-bike. I remember back to riding the first M-07 almost five years ago, at the national launch of the model, my initial words after my first stint on the bike was ‘right, how long do we have to wait for the adventure version?’
It was clear from that first experience of this engine that it would be an absolutely fantastic power-plant for an adventure bike.I got my answer a year later when Yamaha debuted the first T7 prototype at the EICMA show in Milan. It has been a long three years since then waiting for Yamaha to complete their development process in readying the Ténéré 700 for volume mainstream production.
We still have a little longer to wait as Yamaha will not officially fire their twin-piston broadside into the middleweight adventure-touring marketplace until this December. It will land priced at $15,499 +ORC.
Clearly then they have not simply shoehorned the original MT-07 engine into a chassis from another model in order to rush to market. Instead they have followed their regular thorough 4-5 year new model development cycle.
The chassis is all-new and the bike has been rigorously tested across the world and put through endless hardships before Yamaha signed off on the final specification for the machine.
Yamaha also indicated that instead of giving us a powerful animal of an engine, and then having to tame it with electronics, instead they have worked hard on the power delivery of the engine to give the rider a natural feel at the throttle, and a linear enough torque curve so that no traction control system would be necessary.
The 689cc parallel-twin delivers a claimed 73 horsepower at 6000 rpm and 68 Nm of torque peaks at 6500 rpm. For the rigours of off-road use the cooling system is much larger than what is fitted on the MT-07.
The high-tensile steel diamond frame is also a design specific to the Ténéré and tips the scales at 17.75 kilograms complete with a double-braced head-stock. It is also broken down into various parts so that even in a major crash only parts would need to be replaced, rather than having to write off an entire frame.
Rod Faggotter also helped with development work on the machine and Yamaha took some of his feedback seriously enough to make some late changes to the design. Particularly on the fine settings of the adjustable KYB inverted forks and monoshock.
Australian delivered Ténéré machines will also arrive pre-fitted with an oiled foam filter ready for our adventure conditions. Overseas models will have a paper air-filter with an oiled foam filter available only as an optional extra accessory.
It is nice to see how many details have made it across from that first T7 prototype such as the stark quartet of LED lights up fron,t and the screen definitely has those rally styling cues.
From the cockpit the vertically oriented digital dash also helps deepen the rally style experience. A12-volt outlet is standard and a crossbar sits above the instrumentation to provide a mounting point for accessory navigation options.
Yamaha also had a range of other Genuine Accessories on display that included fog light set-ups, adjustable levers, bar risers, and various extra protection items such as a headlight guard. An alloy bash-plate is standard fitment for the Australian market.
The ‘Competition White’ machine on display at the show was fitted with the optional ‘Mono seat rack’ ($308), ‘Low Seat’ ($280) and ‘Lowering Kit’ ($163).
The ‘Tech Black’ Ténéré 700 was in full-fruit touring guise. The alloy side cases will set you back almost $2000 when keyed alike and the mounting system is added to the bill. A more comfortable passenger seat is a $344 ask while the centre-stand commands a $455 premium. The more comprehensive engine protection bars cost $424 while the accessory fog lights and requisite bracketry will set you back around $940.
By far the trickest looking machine was the ‘Ceramic Ice’ coloured variant which was set-up more akin to how I would like my Ténéré 700 fitted out if taking one home.
Aural pleasure is a big part of the overall riding experience for me and somehow I would have to find the $1149 for the optional Akrapovic muffler, which also improves the look of the machine. A rally seat ($596) also features on this machine along with a radiator guard ($197), chain guard ($130) and headlight guard ($173). The 908RR Dunlops complete the ready to rock the dirt look.
A range of ‘Yamaha Technical Wear’ will be launched later this year which will feature gender specific adventure apparel including adventure jackets, pants and gloves.
All in all the Trans Tasman Ténéré 700 Tour seems to have been an overwhelming success for Yamaha.
Pre-production models to do the rounds ahead of official launch
Yamaha Motor Australia have announced three of the new Tenere 700 motorcycles have arrived in Australia and will embark on a travelling roadshow in July before the model goes on sale towards the end of 2019.
The all-new twin cylinder adventure bike will appear in venues across Australia and New Zealand so that riders can get up close and personal with the new lightweight ADV model.
The three units will be presented in three different guises – one accessorised with an Australian off-road theme, one in full touring mode with hard luggage and low seat option; while the third unit will be standard. All three colour options will be represented.
The travelling road show will be headlined by Yamaha legend, keen Tenere rider and four times Mister Motocross, Stephen Gall. Special guests include Yamaha’s Australian Dakar Rally – and prototype Tenere – rider Rodney Faggotter. Tenere Tragic organiser Andrew Clubb and Ride ADV head honcho Greg Yager will also be on hand to discuss all things Tenere.
Sean Goldhawk – Yamaha Motor Australia Marketing Manager
“This will be a great opportunity for customers to get up close and personal with the new Tenere 700 and learn more about it. Each event will feature a full media type presentation with contributions and insights from our special guests. Customer will also be able to register their interest in the new model and the related accessories as well as some exciting new adventure rides that we are planning for new Ténéré 700 owners.”
To register your interest to attend visit the YMA website and get your name down quick! See: https://yma.bike/tenere700tour. Yamaha Motor Australia will contact you to confirm your registration.
Note that due to the pre-production status of these units, they are not able to be test ridden. See below for the list of dates.
I think it is fair to say Aussie adventure enthusiasts are quietly impressed at today’s news that Yamaha are launching the all-new Ténéré 700 at $15,499 +ORC.
That means that Yamaha’s long awaited, and my, how we have waited, 689 cc parallel-twin adventure bike should be on the road for around 17k.
We are going to have to wait a bit longer though as the release date is still almost nine-months away, with Yamaha indicating that Australian deliveries of the machine are not expected until December, 2019.
The CP2 engine is now well proven in the XSR700 and Yamaha’s extremely popular MT-07. From the first time I rode an MT-07, almost five-years ago, the first thing that went through my mind was wow, how good would this engine be in an adventure bike? I can’t wait to see just how good!
Producing maximum torque of 68 Nm at 6500 rpm in Tenere guise, and 72 horsepower at 9000 rpm, Yamaha claim that this engine offers the ideal balance of performance and controllability. While a 16-litre fuel cell should give the Tenere a touring range approaching 300 kilometres.
Yamaha have failed to put a claimed weight in the technical specifications they have provided us (bottom of page), but overseas sources suggest the Tenere 700 will tip the scales at 205 kg wet, for the European specification model.
During the development of the Ténéré 700 one of the key goals was to achieve a slim,
agile and light feeling chassis that would be equally suited to both road and off road
riding. To satisfy these requirements Yamaha’s designers have developed an all-new
light-weight double-cradle tubular steel frame that combines a low weight with
immense strength, making it ideally suited a variety of riding conditions.
Featuring a compact 1590 mm wheelbase and a slim body, this rugged chassis delivers
responsive handling characteristics, and with 240 mm of ground clearance the Ténéré
700 is designed to tackle the roughest terrain.
The ability to shift your body weight forwards and rearwards to suit the terrain ahead
is crucial when you want to maintain full control in off road riding situations, and so
the Ténéré 700 is equipped with a flat 880 mm high seat and slim body that allows
maximum rider agility. The compact bodywork and narrow fuel tank also enable you
to grip the tank with the knees whether sitting or standing, giving added confidence
and control in every situation.
The new Ténéré 700 is equipped with a distinctive looking headlight assembly that is a
direct spin off from Yamaha’s latest factory rally bikes and the T7 concept machine. A
total of four LED headlights project powerful beams of light that can light up the
darkest wilderness. Stacked in a 2 + 2 layout and protected by a clear nacelle – and
with two LED position lights at the base – this strong face gives a purposeful look that
matches this new adventure bike’s imposing character.
When you’re riding in the dirt you need the best possible suspension systems, and the
Ténéré 700’s long travel forks are undeniable evidence that this is a serious adventure
bike with class-leading off road capabilities. The flex resistant 43 mm forks stay in
shape over the most extreme terrain to give precision steering and smooth
suspension action – and with 210mm of suspension travel, this high specification front
end enables you to attack the most challenging off road terrain with confidence.
Offering full damping adjustment, these rally-specification front forks ensure high
levels of comfort with lightweight handling performance when you’re on the road,
making the Ténéré 700 one of the most capable and enjoyable long distance tourers.
The Ténéré 700 is equipped with a rally-bred link-type rear suspension system that gives smooth and progressive action for maximum riding comfort and enhanced levels of
control. Featuring a lightweight aluminium swingarm for low unsprung weight, this high specification rear end offers 200 mm of travel which, like the front suspension system, is designed to be able to handle the most severe off road riding conditions as well as giving
a comfortable ride on the road. Another significant feature is the remote adjuster that lets you fine tune the preload settings while you’re on the go, making it quick and easy to dial in the shock to suit the riding conditions.
The compact rally screen and nose fairing give you excellent protection from the wind while maintaining the slim and lightweight character of the bike, and the competition type tapered handlebars give a relaxed riding position, whether you’re seated or standing.
Just like the high specification front and rear suspension, the 21-inch front and 18-inch rear spoked rims clearly demonstrate that this bike is built for serious off road riding.
With their ability to efficiently absorb the continuous impacts experienced when riding in rough terrain, these lightweight wheels give you optimum handling performance and control. Pirelli Scorpion Rally STR tyres are a popular choice with Australian ADV riders and fitted as original equipment.
Throughout the development of this new generation adventure bike, Yamaha’s key
goal was to ensure that the Ténéré 700 would deliver class leading off road
performance together with outstanding on road abilities and offer a genuine long
range potential. The slim design of the fuel tank belies its 16-litre capacity, and
narrow rear section offers plenty of rider mobility and excellent knee grip. Whether
you’re sitting down or standing up, the compact dimensions of this long-range fuel
tank enable you to shift your weight around effortlessly – and thanks to the excellent
economy of the twin-cylinder engine, 16-litres of fuel will give a potential riding range
of over 350km which gives the new Ténéré 700 a high level of year-round all-terrain
Another example of how the new Ténéré 700 has been developed using rally-bred
technology can be seen with the compact rally style instruments. Located centrally
behind the screen for great visibility, this lightweight instrument panel displays a wide
range of information that can be absorbed without having to take your eyes off the
road or track. The multi-function LCD display features comprehensive information
including gear position, fuel level, two trip meters and estimated fuel range, as well as
average and instant fuel consumption and more.
The cockpit is designed to accommodate the fitment of aftermarket navigation devices,
enabling you to add extra equipment to suit your own requirements, including GPS, road
book readers and smart phones.
The braking system consists of dual 282 mm wave front discs and a 245 mm wave rear disc that gives high levels of stopping power with plenty of feel at all speeds on the highway or in the dirt. When you’re riding off road you have the option to temporarily disable the ABS whenever required by activating the kill switch while stationary. With the ABS turned off you can take full manual control, and in particular you can choose to lock the rear wheel deliberately in certain situations – such as very tight turns or on steep descents.
Yamaha has developed a full range of genuine accessories to create your own Ténéré
700 including aluminium side cases and top box, a lower seat, suspension lowering kit,
high screen, bar risers, rack, full Akropovic exhasut system and grip heaters.
The wait for Yamaha’s Tenere 700 to go on sale, or even for its final specifications to be released, has been an excruciating one for adventure enthusiasts, particularly those with a tuning fork bent.
At EICMA overnight Yamaha have released images of a production ready Tenere 700, and also detailed most of the technical specifications. However, the one spec’ that most people are hanging for, wet weight, is still missing from the documentation.
We do know that the engine will be a 689cc version of Yamaha’s now well established and popular parallel twin CP2 engine as seen in the MT-07 and XSR700.
An 11.5:1 compression ratio suggests that the engine is tuned for a broad spread of torque rather than an all-out hunt for maximum performance, as you would expect with this style of machine. Yamaha have stated that maximum torque is produced at 6500rpm, which is where the MT-07 also makes its peak twist of 68 Nm.
The MT-07 also runs 11.5:1 compression, thus while Yamaha are yet to state the power output of the Tenere 700 it is logical to deduce that it will be almost identical to the 74 horsepower at 9000 rpm power peak of the MT-07.
Yamaha Tenere 700 Video
That’s not a bad thing, why mess with what works, and we know the MT-07 engine works well.
The frame is all-new for Tenere 700. A lightweight double-cradle tubular steel frame forms the backbone of the new machine which rolls on a 1590 mm wheelbase and offers a generous 240 mm of ground clearance.
Of course lots of ground clearance generally also means a relatively tall perch, and the Tenere 700 has aimed to strike a balance with a seat height of 880 mm.
Fully-adjustable 43 mm upside down forks control a spoked 21-inch front rim and offer 210 mm of suspension travel.
The shock absorber appears to have a large reservoir, to help resist fade and maintain consistent damping control, and operates through a 200 mm stroke to the linkage. Preload is adjusted by convenient hand-wheel.
Tyres are 90/90-21 and 150/70-18 Pirelli Scorpion Rally STR.
A pair of 282 mm front discs and a 245 mm rear include a switchable ABS system. Calipers are Brembo.
We know that the MT-7 engine is relatively frugal which means that the 16-litre fuel tank of the Tenere 700 should be good for ranges of between 230 and 300 kilometres, depending on the terrain and your right wrist. Yamaha are claiming a range of 350 km+ from the 16-litre fuel cell.
The tank appears to be slim between the knees and the seat designed to cater for animated riding.
A rally style cockpit, complete with comprehensive LCD screen, promises ergonomics suitable for both sitting and standing riding positions.
Yamaha have also made provisions for the fitment of aftermarket navigation devices or smart-phones.
The stark brace of four LED lights first seen on the prototype seem to be making it across to the production machiine.
The lights are protected by a clear nacelle which then seems to blend in the with a tall, but narrow, windscreen.
The Tenere 700 is expected to arrive in Australian and NZ showrooms late in 2019. The price is yet to be set.