balancers to help keep vibration to a minimum and the exhaust is a 2-into-1, 2- step expansion system ending in a short, vertically elliptical muffler as the silencer seems now to be called. It has a honeycomb- type catalyser positioned where the two header pipes meet, to help keep things clean; then of course there are the aforementioned electronics. The Super Ténéré uses the Yamaha Chip Controlled Throttle (YCC-T) system (fly- by-wire) which measures throttle openings every 1/1000th of a second. The system then make a series of high-speed calculations to determine the optimal throttle valve opening and controls the volume of intake air to ensure the best engine response to rider demand.
Linked into this system is the traction control also using technology developed on Yamaha’s YZF-M1 Moto GP race bike. The traction control module measures front and rear wheel speed and uses this data to determine when the rear wheel loses traction and then modulates the ignition timing, the fuel injection and the YCC-T system to optimise rear grip.
Obviously with a bike designed to be used
off-road at some stage it needs to be a variable system, so they have made it switchable between three modes, the first or standard for road use and the second for off- road use to allow competent riders (not me!) to allow rear wheel slide. The really good guys can turn it off altogether and rely on their skill alone to keep it upright. In addition to the traction control, the Super Ténéré features switchable Yamaha D-MODE engine mapping between S (Sport) mode and a more relaxed T (Touring) mode.
All of this is mounted in or on a frame made from high-tensile steel tubing. The material being chosen over aluminium for greater strength and easier welding, so real adventure types can head off safe in the knowledge the bike is going to withstand the knocks and spills in remote areas and be repairable.
The rear sub-frame is also reinforced to cope with the potential of transferred damage in a spill while carrying the large side panniers that come as an optional extra. However, the swing-arm is a pressure-cast aluminium item as you might expect for weight purposes and to deal with the drive shaft.
The front end is kept suspended by a pair of 43mm inverted telescopic forks which are adjustable for pre-load, rebound and compression damping. At the rear these are matched with a mono-shock adjustable for rebound damping and pre-load. The pre-load adjuster and rebound damping on this are adjustable by hand making it easy to set the bike up to take passengers or luggage. The Super Ténéré runs on a pair of spoked tubeless aluminium rims with a 110/80/19 front tyre and a 150/70/17 rear tyre with the
28 The ROAD
front lacing being beefed up to deal with impact shocks on the narrower tyre. Dominating the visual effect is the 23-litre long range tank with a short, manually adjustable screen (higher available) that rises up from the nose-cone style front fairing which houses some trick twin projector beam headlights.
Standing up close it looks big with the seat looking like a step ladder is going to be needed. However, this is actually quickly and easily adjustable and can be dropped from a maximum of 870mm to 845mm in a matter of minutes. Despite the lower height still sounding tall, it is not that bad and with the rear suspension giving as you put your weight onto the narrow sculptured seat only
thought has gone into the bike are the footrests which are fitted with hollow rubber tube inserts to provide a comfortable, cushioned contact point that absorbs vibration when seated for road use. But when you stand up and put your full bodyweight on the pegs, these inserts flatten down so your boots can grip the full surface of the serrated footrests for added control in off-road situations. The overall ergonomics are superb at all speeds on the road and the bike is more than comfortable for the entire range of the 23litre tank. Despite the paucity of the small screen it actually takes the majority of the wind blast off your chest and even the narrow hand guards work well in keeping rain from your gloves.
In fact if the road surface is poor it will easily leave a sports bike behind as the plush suspension
smooths out road irregularities with consummate ease, leaving the sport bike rider to feel every jolt and roll the throttle off.
the shortest person will have trouble applying a steadying foot onto the tarmac. Like any bike once the bike is under power you do not notice things like size and weight and certainly on this one, Yamaha’s engineers have done a good job in keeping the 261kg (576lbs) weight central despite the bodywork spreading out in front of you to give a visually different picture as to where the weight might be. The high and wide competition style handlebars have been well positioned so that while your hands fall nicely into position while on the road, they are equally comfortable when standing for off-road work. (Hand/lever guards are a standard fitment.)
Another nice touch that shows some real
Urban adventurers will love the bike’s low speed balance and good lock to lock turning, allowing all the gaps between the ‘Chelsea tractors’ spied from the tall seat to be taken with ease, allowing you to reach the start line for the traffic light GP easily. Certainly here the bike will surprise more than a few sports bikes when the lights go green and you do not even need to select sports mode to stay ahead.
Due to the long travel on the gear-change linkage, changes are best not rushed if you want precision, but otherwise the box is up to the usual Yamaha standard. Out on the open road the bike is relaxed, especially with the sixth gear engaged, when motorway cruising is very relaxed, vibe free and frugal with high 40’s to the gallon being easily achieved. Turn onto some twisty motorcycle roads and the bike again belies its bulk and is more than capable of putting up a spirited show through most sweeping bends, staying perfectly on line. In fact if the road surface is poor it will easily leave a sports bike behind as the plush suspension smooths out road irregularities with consummate ease, leaving the sport bike rider to feel every jolt and roll off the throttle. It is a similar story off-road when the suspension does a good job in taking the pain out of trail riding, keeping the impacts of rocks etc. from coming back though your arms or legs.
Now I can only comment on hard packed trails because I am not brave enough to tackle any really serious un-metalled roads with a bike this size as I do not have the ability to do so without bending the bike. No doubt more competent riders may find limitations, but for an average wobbler like myself, it is more competent than the rider and once again its apparent bulk seems to disappear as long as you do not have to push it when the limit of its dual purpose tyres are found.
But, on the road where I am sure more of these bikes will spend most of their lives, it is an excellent touring bike, especially with the capacious panniers fitted, which incidentally have little or no effect on
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