Yamaha 2014 Super Ténéré

This entry is part 13 of 26 in the series Adventure Rider Issue #4

It’s a big bike. Loose, tight going will put a rider to the test. As long as the rider’s up to it, the bike certainly is.

Sneak peak

2014 Yamaha XTZ1200 Super Ténéré

You won’t see it until well after you read this, but the 2014 XTZ Ténéré is here. Well…there’s one here in Australia. And although it’s been anointed as the new model for Downunda, you’ll have to be prepared there may be a change or two from the bike you see here. But you do see it here, and Adventure Rider Magazine’s been riding it.

It’s no surprise Yamaha Motor Australia is a big supporter of the annual Ténéré Tragics ride. The company’s support includes showing a special bike at each event. So for 2014, a new XTZ1200 with electronic suspension was brought in from Japan. Word from Yamaha Motor Australia is this will be a new Super T.

As big dual sporters go, the 1200 Ténéré has been a smooth and polished example. It’s wonderfully comfortable, the motor is a gem, and one of the things that struck us during our ride for issue #01 was the way the mass of the bike had been compressed and centralised to offer a very manoeuvrable and stable rort weapon.

It was a ball-tearer long-distance runner and quite capable on dirt and back roads.

In the new model those basics are still there. The ride is fast, silky smooth, and plush-o comfortable. But there’s a whole new complexion to this big girl. Suspension can now be adjusted with the press of a button, and there’s some main-force electrickery going on.

Basics

Looking at the bike, there’s a few things that mark it as a newie.

The most obvious is the new pipe. Instead of the whopping, whisper-quiet monster can we’re all used to, the new XTZ has a robo-dick looking outfit with a curious downward-pointing exit. It’s still covered by a big plastic heat shield, with a sexy Yamaha logo on it, but the new muffler is maybe even quieter than the old one. All the rider hears is the hearty grumble of the donk and the whirring and tapping of the engine components. There’s bugger-all sound from the exhaust.

The other giveaway is the boots for the electronics on top of the forks, a new instrument cluster and screen, and if you’re really looking closely, the wiring for the heated grips.

After that, the curves, shapes and sizes will all appear familiar to those used to the current model.

And that’s not a bad thing.

What’s new

Obviously the electronically adjustable suspension is going to be the big talking point of the Super T when it gets here, but there’s a few other interesting details that are worthy of consideration. We’ll outline them here as listed for the European model.

The engine has enlarged intake and exhaust ports, as well as revised camshaft and piston-ring designs, and, as we mentioned, a new exhaust. Yamaha says the changes give “a smoother and better engine character, and also provide an extra 2PS”.

A rubber shock absorber is now included in the clutch assembly and the shaft-drive system is equipped with an improved damper, while the bike’s D-MODE mapping system has been tweaked a tad. The ‘T’ (town) and ‘S’ (sport) modes are still there, but, says Yamaha, the ‘T’ mode is now even more manageable in traffic, while the revised ‘S’ mode mapping delivers “more exhilarating and exciting sport riding with enhanced driveability from midto high speeds.”

The new LCD instruments feature a gear-position indicator, and the instruments themselves sit snug between a new adjustable windscreen and tapered aluminium handlebars, and cruise control is fitted as standard.

There are some cosmetic changes we’ll leave you to discover for yourself, but the new, forged-aluminium sidestand is a big improvement over the last model, and although our test bike has the fittings, the top case holder, passenger grab bar and centrestand are not standard on the Euro XT1200Z as original equipment. The bashplate and Pivot Pegz you see in our pics are fitted by the Aussie guys, too.

We’ll have to wait and see what’s supplied stock with the bike when the first models hit Aussie showroom floors.

The screen is easily adjustable. It’s just a three-winged nut on each side. Ours worked loose easily until the Yamaha guys torqued them down. Then they are rock solid.

What’s not new

The heart of the XTZ1200 for us was always the 1199cc, liquid-cooled parallel twin motor with the 270-degree firing angle. It was a torquey, lively, smooth powerplant with a very pleasant V-twin feel.

That motor is still here and, even with the changes we’ve outlined, its essential character is unchanged.

Flicking between the T and S modes gives a very marked change of feel, but no matter what you’re doing with it, the engine is sweetheart.

The ergos also feel the same.

We didn’t fidget around with personal tuning, but the overall high level of comfort, incredibly smooth ride and ability to effortlessly smash huge distances – at some fairly irresponsible speeds if you choose – is still there.

Everything that was great about the Super T last year is still great in this new bike, but there are some very notable differences, and they won’t all be an instant hit with everyone.

The instrumentation is clear and easy to see. The menu pages are represented by diagrams rather than words.

Flick of the switch

Let’s get right to it: is that electronically adjustable suspension any good?

That’s what everyone will want to know, so let’s deal with it straight away.

Yes. It’s good.

By ‘good’ we mean it works. The feel can be changed by just making the appropriate selection from a menu.

Scroll through the options, make the selection, hit enter, and you’re done.

There’s soft, hard and standard options, all variable from -3 to +3, and there’s another graphic that comes up with two helmets and is obviously a menu for settings to suit a pillion.

We found the selection of various settings to be fiddly, but we settled into it.

The left-hand switchblock has the buttons and rocker to make it all happen, and once you have it sorted, it only takes a few seconds to get the bike stationary, make the selections and head off.

Selection is easy, and the different settings definitely feel different, but that doesn’t mean the suspension will necessarily be suited to everyone, or can be tuned for everyone with the gear on board.

We thought that suspension was good for the bike’s intended purpose, but also felt the forks were just a tad harsh in the initial stroke, no matter what setting we were on. The action was fine overall and we settled in very quickly to the feel of the bike, but had the niggling suspicion that things could’ve been just a little more plush in the front end.

Press pass

In keeping with the trends of the big dual sporters, the Super T offers varying degrees of ABS and traction control.

As with the suspension, these are selected by the buttons and rockers on the left switchblock. The ABS and traction control on the big Ténéré work well, but they aren’t as smooth as some of competitors.

A great deal of the riding we did was on loose gravel roads, and as we settled in we found ourselves doing some surprising speeds. The speeds were surprising because the bike was so smooth and easy to ride we didn’t realise we were fanging along so impressively. The ABS played a big part in us being so comfortable because, plain and simple, it worked. The 1200 is a big bike, and at some of the speeds we saw on the big, clear digital speedo, the momentum was frightening. But even on the squidgiest blue metal the ABS kept the bike right on the edge of control, and made it seem easy.

The braking on the bike is linked, so grabbing the front gets a measured amount of rear braking as well, and no doubt that played its part, but whatever, it was a huge pleasure to ride this bike fast on dodgy surfaces, and a wet dream to poke it into bitumen corners hard and brakes as late as possible.

We couldn’t settle into the traction control the same way.

There’s settings 1 and 2, and of course, off. It’d be a huge bonus in the wet or on any kind of slick surface for sure, but we found it took the edge off our enjoyment of that awesome motor, so we shut it off.

As for the T and S, we went S, all the way

The T setting was fine on open roads, but the rorty liveliness of the S mode with traction control off gave as a smile a mile wide. The T mode could also be used to tame the motor on loose surfaces, but seriously…where’s the fun in that?

Hoo-aah!

2014 Yamaha XTZ1200 Super Ténéré
Web: www.yamaha-motor.com.au Rec retail: TBA

Engine Type: Forward-inclined, liquid-cooled, fourstroke, DOHC, four-valve parallel-twin

Displacement: 1199cc

Bore/stroke: 98.0mm X 78.5mm

Compression ratio: 11:1

Maximum power: 82.4kW at 7250rpm

Maximum torque: 117.0Nm at 6000rpm

Lube system: Dry sump

Clutch type: Wet, multiple disc

Ignition system: TCI

Transmission: Six-speed

Final drive: Shaft

Oil capacity: 4.2 litres

Starter: Electric

Fuel tank capacity: 23 litres

Frame: Steel tube backbone

Front suspension: Upside-down, 43mm telescopic fork with 190mm travel

Rear suspension: Swingarm, adjustable preload and rebound damping, (link suspension), Monoshock with 190mm travel

Length: 2255mm

Width: 980mm

Height: 1410mm

Seat height: Adjustable – 845mm or 870mm

Wheelbase: 1540mm

Brakes front: Hydraulic, dual, 310mm wave discs

Brakes rear: Hydraulic, single, 282mm wave disc

Wet weight: 265kg

Weight and see

Claimed mass for the XTZ, full of fuel and all oils, is 265kg.

Geebuss!

There are times when the rider can feel every kilo, but in general, as we found on previous models, the mass is low and central, and the bike is very manageable. Every now and then the shaft drive makes its presence known with a snatchy feel when the throttle’s chopped, but we bet most riders won’t even realise what’s going on. They’ll just think for an instant, “That felt funny,” then they’ll forget about it. In a day they’ll be used to it and never notice it again.

The mass, though, is a consideration on dirt and gravel. Once the bike starts sliding or moving around, it takes a competent rider to deal with what’s happening. Or he could just select ‘1’ on the traction control when he knows he’s heading off road. Then he won’t have to worry about it.

On the road the low, centralised mass lets the bike rail corners hard and fast. Select Hard +3 on the suspension and let ’er rip. You’ll be surprised how this bike will stick to its line, even when both tyres are protesting.

Time will tell

As we write this Yamaha can’t give us an exact date for when the new Ténéré will be on dealer floors in Australia, or whether there’ll be two models available (with and without electronic suspension). We also don’t have a rec retail yet. Maybe by the time the mag hits the stands that info will be available. Keep an eye on www.yamaha-motor.com.au to find out, or pester the crap out of our local dealer.

It won’t matter when it gets here. The more bikes we have available as good as this one, the better. As a long distance cruise machine with reasonable dirt road capability, the new XTZ Super Ténéré 1200 is a pearler.

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