Here is finally this new Super Ténéré. High, majestic, with Touareg accents and a desire for space. Yamaha will certainly have taken a bunch of years to offer its faithful a machine taking up the torch of the adventurer of the 90s. But today’s XTZ 1200 has little to do with the 750 adventurer born in 1989. It smelled of hot sand and the bewitching scents of rally-raids…. Today she flirts with grand tourism. Its name still evokes the famous African desert, but will it put its wheels between the ruts of the Atlas? Rather in the shelves of the BMW R 1200 GS. The debauchery of technology and on-board equipment speak for themselves.
But before diving into the bowels of the biggest XT, let’s be charmed for a few moments by this sand ship. Those who are nostalgic will have guessed, hidden in the filigree, a touch of the spirit of the Gallic-colored machines rushing towards the pink lake.
The cat’s eyes are intimidating, mysterious, and above all far from the strange gaze of little cousin adventurer 660 Ténéré. And if its build seems imposing to you, with its thick shoulders and its sturdy stature (in short, not too suitable to thwart the traps of the dunes), the Yam staff has nevertheless developed this bike for several types of trip: the asphalt road European version or the track dust version.
The predecessor had a parallel twin – so will the 2010 XTZ. Except that the numbers have swelled, a lot. To launch into the 2nd decade of the 3rd millennium, Yam brought us a brand new 1199 cm3 mill. Set at 270 °, devibrated by 2 balancing pendulums and equipped with a dry sump, this big mill did not bet everything on power. With 106 horsepower, it sticks to the basques of trail BM, without trying to hook the terrifying power of the last Multistrada Ducati (which does not play exactly in the same court, it is true….). Over 11 mkg of torque will have no trouble getting the XTZ off the ground, in a lot of situations.
And do you know what you can find on the trails now? Electronics galore. And not just to regulate the mixture according to the 2 lambda probes. No, there are bits of MotoGP in there, like in the hypersportive R1. Right hand controls were added to the YCC-T and traction control. Clearly, an electronic throttle assisted by a system that measures the rotational speeds of the wheels. As soon as it grinds in the semolina, Traction Control intervenes according to 3 modes to choose from:
1) TCS1 (standard): it comes into operation as soon as the rear wheel slips.
2) TCS2: it reduces the effect of Traction Control and allows a slight slip.
3) Off mode: totally disconnected.
In addition to Traction Control, different maps are available:
a) sport “S”: instantaneous response for more performance
b) “T” touring: provides greater flexibility
On the traction side, the tuning fork brand did not do things by halves. On the braking side, there’s a lot there too. No radial mounting (not really necessary for a trail….) For the brake calipers but a nice nod to the sport – they look like the same as the R1 2002-2003. For fun, the discs are petals, aka wave type. For efficiency, ABS is standard, combined with a coupled brake system. Do you brake from the front? The coupling is automatically distributed between the front and the rear taking into account the speed, the weight of the crew and the effort exerted on the lever. Do you brake from the rear? It does not engage the front brake, to give the driver freedom of control of the front axle, especially off-road driving.
For the chassis of his new Trail 1200, Yam has not chosen aluminum and relies on a steel frame, more suitable for mopping the paths. Up front, nothing less than a good big inverted fork 43mm in diameter, adjustable for rebound, compression and pre-stress. The rear shock is not entitled to its compression adjustment, but its adjustment dial is very accessible. The center of gravity and the weight distribution have been carefully adjusted…. But in terms of weight, it still gets stuck. 261 kg is no small feat. Either a handful of gravel less than a Varadero, but about thirty kilos more than in Germany or Austria.
Like many machines intended for cutting the road, the Super Ténéré has a cardan shaft transmission. We will not be entitled to the superb single-sided arm of the concept presented in Tokyo; but we will be consoled by the reduced maintenance of this type of transmission. It remains to be seen whether this gimbal will be able to compete with the formidable Paralever of the GS. Spoked rims are welcome, especially if you are thinking of going (intentionally) off the road for the trail. The Yam has provided for its protection, with an aluminum belly pan (standard in 2010 with the First Edition pack) and radiators raised in the side walls, as on the Honda varadero, which itself had piqued the idea at the VTR 1000 F. Less exposed, protected by imposing covers, the heat exchangers will not fear a suicidal gravel or a sleepwalking fennec.
Trail running from start to finish, the XTZ 1200 is designed for both standing and seated riding thanks to the handlebar position and the footrest structure. The standard hand guards are obviously part of the game, the rear part of the frame is reinforced to accommodate all the mess needed, and we do not forget the little essentials that are very annoying when they are absent: 12 V socket, adjustable saddle in height (845 to 870 mm), adjustable windshield, and acceptable range with this 23 liter tank. Greater capacity might not have been luxury…. Luggage and accessories side, it will now be necessary to dig into the options side. The bonus "First Edition", with a pack consisting of 2 aluminum saddlebags, a headlight protection, an aluminum engine guard and a decoration kit was only available for the first year of marketing (2010).
It was high time that Yam offered a great trail in its range to compete with the 1200 GS, 1000 Varadero, and other Guzzi Stelvio – The 900 TDM could not fulfill this mission, neither in its ropes, nor in its temperament . This new adventurer that is the Super Ténéré will have to fight in a segment where a good number of competitors have given up (Kawasaki KLV 1000, Aprilia Caponord, Suzuki 1000 V-Strom, Cagiva Navigator…. Have disappeared). Offer adventure better than KTM Adventure or BMS GS-style travel, or both…. It’s a gamble, but Yamaha’s not the type to show off if it doesn’t have a very good game following. Moreover, we will soon find out – The price of the 1200 XTZ has been set at 14 990 euros with our Belgian friends (the difference with France should be minimal) and they will see the first copies arrive at the end of May. Oli the Belgian is already in the starting blocks.
M.B – Manufacturer pictures
The accessories department is already open for the 1200 Super Ténéré. In addition to the aluminum type cases, engine protection and optical protection included in the “First Edition” pack, Yamaha offers a wide choice of accessories and equipment to further increase the charm and possibilities of this bike.
• High screen
• Anti-fog (mounting on existing optics or on an optional support)
• Protection shoe
• Heated grips
• Additional air deflectors
• Tank guards
• Low seat (less 35mm than standard low position)
• Tank bag
• Aluminum type top case in harmony with the saddlebags
• Ténéré bags for saddlebags and top cases
• LED turn signals (available in black, chrome or carbon)
• Special Helmet Ténéré BYE Series
• Jacket, pants, gloves from the OFF ROAD ENDURO collection
• Cross boots, glasses and outfits from the OFF ROAD CROSS collection
What you must remember
Calculate the cost of
Test the price of the motorcycle insurance specialist
sure 25 notice
Model marketed in
about 200 km / h
The technical aspect
Yamaha XTZ 1200 Super Ténéré 2011
- Tank: 23 liters
- Width: 980 mm
- Height: 1,410 mm
- Wheelbase: 1,540 mm
- Weight in running order: 261 kg
- Train before
- Secondary cardan drive
- Rear axle
(98 x 79.5 mm)
at 7,250 rpm
at 6,000 rpm