Duel 790 Adventure Vs Tenere 700: Site takes the bets, okay ?
Unbeaten on the (Paris) Dakar for 18 years, KTM is launching a new trail-type motorcycle this year: the 790 Adventure. In front of it stands another great novelty: the Tenere 700 with which Yamaha intends to establish itself commercially.. MNC tests these two frames and delivers his prognosis.
Duel 790 Adventure Vs Tenere 700 page 2: on the road to adventure
With its saddle perched at 875 mm, the Tenere 700 requires a hell of a pair of legs to put both heels on the ground. So much so that motorcyclists under 1m70 should seriously consider the purchase of the lowering kit offered by Yamaha when ordering their machine….
Placed 25 mm closer to the ground, the saddle of the 790 Adventure is not much more accessible. With its wider seat and its harder shock absorber (that of the Yam deigns to sink a little under the pilot’s 75 kg), the KTM gives the sensation of climbing on a machine almost as high as the Yamaha … when we place the saddle in the high position !
In low configuration, the saddle facilitates access to the Katoche and reassures the pilot when he has to perform maneuvers with the engine off. Le Journal moto du Net nevertheless opts for the high position in order to relax its long legs as much as possible, which are slightly more bent than on the Yamaha….
The thighs and knees pass under the frame of the Tenere and its cladding. The Japanese with its traditional tank seems even finer than the Austrian. The balls of the Katoche on the other hand, can give the impression of riding a Flat-twin, but without the risk of bumping the shins on protruding cooling fins. !
Handlebars in hand, the pilot of the Tenere adopts a resolutely Trail-style position. This is less the case on the Adventure because of its wider handlebars (MNC measured 92 cm from end to end against 88 on the Yam, and 58 cm between each hand against 54), but also much lower and closer to the driver…
However, it will be possible to partially correct the shooting by taking advantage of the settings that KTM offers on its handlebars. For information, "our" handlebars had the factory settings: "standard inclination (between marks -2 and +2) and trigger guard fixed in the middle, for a neutral position", describes our contact at Espace Murit (reread the Previous page).
Off-road, the pilot will be more comfortable at the controls of the Yamaha: the handlebars are placed high and forward, the footrests are located vertically to the knees which are well wedged against the tank. As explained in the introduction to this duel, the Tenere 700 is perfectly suited to driving on small paths (big ruts, high dunes, and more if you like!).
On the 790 Adventure, Site observes that the handlebars are low, the hands seem too far back as the pelvis is tilted forward in a – futile – attempt to grab the very low and leaky tank. The set is therefore not great for controlling the machine in Off-road, without even trying to attack.
The more Supermotard-type posture on the Adventure can nevertheless be appealing, especially among owners who intend to use their "On-road" motorcycle exclusively. "On-street" on the other hand, the wider handlebars and the absence of warning give the advantage to the Tenere, in particular for the lifts..
Tenere 700: a real "little" trail !
The handling of the Yamaha is instantly superior: even when stationary, its steering is significantly lighter than that of the KTM. Would the latter be too braked by the steering damper? MNC notes that the two machines run very short: 5 m all round for the Katoche, half a tire more for the Yam.
If we are to believe the technical sheets provided by the manufacturers, the Tenere 700 weighs (all full) seven kilograms less than the 790 Adventure. But the difference is clearly noticeable! Be careful, moving the Yamaha will not be easy for everyone, however, due to the impressive height of its handlebars..
The agility of the Japanese is confirmed when driving, with bets on the angle that are executed without the slightest effort and without any restraint, but without committing. On the first hectometers, MNC cut a few white lines as the front end of the Yamaha is so sharp. More than that of the KTM, a shame, no ?!
In comparison – direct thanks to this new MNC duel! -, the 790 Adventure is much more physical. It requires more engagement from the upper body in order to dive into a fast curve, move from one crossroads to another, or chain a series of tight pins.
The test that does not deceive? On the handlebars of the Tenere 700, MNC’s model-tester could spend the whole afternoon scrolling down his favorite stretch of road – because it is very winding – and under the photographer’s lens. With the KTM on the contrary, twenty round trips should be enough !
The Tenere 700 also scores big by adopting the all-purpose character that defines the trails and makes them successful. Its suspensions filter small bumps better, absorb large shocks without flinching. On the 790 Adventure, the shock absorber is too dry on small imperfections, on large speed bumps or mini cobbles.
The KTM fork benefits much more from its long travel: the KTM rider’s wrists are shaken less than his lower back. This saidwritten, the front axle feel does not lack precision and efficiency, especially on beautiful roads…
The grip provided by the Avon tires of the KTM in the dry even allows you to plant good braking. You can quickly imagine yourself driving a Supermotard: the fork plunges generously but gradually, while the handlebars on which the rider leans goes down with it. It is therefore necessary to contract the pectorals to "stay in the race" !
Site must exaggerate heavily to reach the limit of the KTM: on the angle, we feel the ABS stealthily release the pressure in the circuit to avoid losing the front. But on clean asphalt, the margin between heavy braking and serious fear is large. There is something to have fun !
790 Adventure: a trail, really ?
Unsurprisingly, the grip conferred by the Pirelli is less good on the Yamaha. The front tire hums as soon as you pull hard on the right lever, then the ABS kicks in: discreet and efficient, it clearly defines the course not to be taken in order to retain full control of the machine.
Between its less sturdy braking – but not dangerous for all that, we are not on a trail of the 80s either … – and its handlebars placed higher, the Tenere 700 asks less of its driver … It invites more to a calm and fluid driving. Which doesn’t mean slow though.
Le Journal moto du Net observes in passing that the KTM rear brake pedal is slightly offset inward from the footrest, which can interfere with some small feet. However, it’s not a problem when putting on big enduro boots, like development riders ?!
On the Yamaha, it is the feel of the pedal that MNC allows itself to criticize: its relative softness and the length of the race are undoubtedly marvelous off-road to measure the pressure as accurately as possible. But for road use, there is a slight lack of bite. This is not the case with the CP2 engine…
From idle, the two in-line twin cylinders are clearly distinguishable from each other. The LC8c makes a lot of mechanical noise. However, the Akrapovic pot available as an accessory and mounted on the 790 Adventure demo from the Espace Murit concession does absolutely not cover the tumult of the Austrian block. Some MP3s crossed at the foot of the MNC Building sang much better than "our" machine … "What The Flute ?!"
The sound is much more successful on the Tenere. More flattering, it is not flashy so far: the Yamaha will interfere less with potential neighbors during early morning starts or late returns. Likewise, the pilot and the possible passenger will find the Tenere more pleasant over long distances..
The big Austrian twin (799 cc) is not, however, a bad guy: its injection is softer than that of the Yamaha, it hardly delivers any jerk at the cut as at the go-around. The quickshifter performs well, including low revs and low load. Too bad the selector is a bit rough.
To run perfectly round, the "seven ninety" must be kept above 2500 rpm. Lower down, he is reluctant to accelerate, hiccupping and knocking unpleasantly. For its part, the Yamaha "seven hundred" purrs peacefully: this softness is precious in all-terrain, but also in "all-pavement" !
The small Japanese twin (689 cc) turns rounder and thus makes it possible to circulate one or even two reports higher. The Tenere therefore accepts to wander around town in third gear, to drive in second, while the KTM requires to go back to 1st and to play with the clutch..
On the last report, the Adventure has just agreed to go down to 70km / h, which means for example that it forces you to drop the five, or even the four to face on a loaded device. La Tenere for its part, willingly accepts to wander in 6th.
Here again, fans of easygoing motorcycles will find the Yamaha a better partner. But that lovers of big arsouilles nice trips on beautiful country roads are reassured: the CP2 has resources !
CP2 Vs LC8c: David vs Goliath ?
Admittedly, the Tenere 700 develops 20 horsepower less than the 790 Adventure. But his herd is more docile in low revs, then starts to trot vigorously from 4000 rpm. The Yamaha therefore reacts better than the KTM low in the revs, then remains at its same level in the mid-range. !
It wasn’t until around 7,500 rpm that Mattighofen’s cavalry overwhelmed Iwata’s, thanks to a much longer and convincing draw. The arrival of the 94 horses is well felt, they gallop without losing their breath to the red zone located at 10,000 rpm, while the 74 horses of the Yamaha stick their tongue out..
For these tests of times, MNC obviously kept the "Street" mode of the KTM. The driver of the latter can also select the "Rain" or "Off-road" modes, but MNC did without: we did not drive in the rain – luckily! – nor on earth – out of respect for the material…
Still on the 790 Adventure, it is possible to deactivate the traction control: to have fun in the sand or to take advantage of the full potential of the engine, even if the front wheel leaves the ground momentarily … A phenomenon that never happens when the delicate "MTC" is engaged.
The front wheel of the Tenere can also be fickle, especially since the Yamaha is devoid of traction control. Heavier and longer than the MT-07 but with shorter gear ratios, the "T7" remains very playful. A little clutching is enough to rear his mount: no need for the power of a Ferrari, an R1 or a 790 Adventure to fill up with sensations !
In terms of vibrations this time, the LC8c wins the showdown thanks to its two balance shafts which effectively minimize the crackling: you can feel a little in the hands, hardly in the feet and buttocks..
The CP2 meanwhile vibrates the handlebars and the saddle: Site finds that the vibrations are acceptable up to half the tachometer. Beyond that, it is better not to go on forever: we endure these tremors when accelerating, but we quickly chain reports then to isolate themselves..
On the highway, the 790 Adventure and the Tenere 700 respectively grind just above 6100 and below 6200 rpm to maintain the required 140 km / h "counter". Under these conditions, the KTM vibrates less than the Yamaha … and protects more !
The Austrians score a point thanks to their larger bubble: the pilots’ shoulders are not directly hit by the wind, the hands and forearms are well hidden behind the hand guards and the feet are sheltered behind the tanks.
The screen of the KTM is also adjustable to two heights – via a screw -: MNC who drives with the high saddle has logically opted for the high screen as well. Half of the helmet is then unvented, against two thirds on the Yamaha. But the same protection is obtained by lowering the saddle of the KTM.
On the Japanese, the pilot feels the elements more because of the high bubble, but too narrow, and the smaller hand guards (you can cheat a little by rotating them). The small transparent deflectors are discreet but useful to limit drafts in the chest area. To be dismantled to face the summer heat waves ?
By placing himself on the back of his Katoche saddle – where you stay thanks to the good grip – Site relaxes her long legs a little more and distributes her weight over all of her thin buttocks. Unfortunately, the saddle is no less hard and we find ourselves even higher.
On the Yamaha, the flat and thin saddle is far from comfortable but it is better padded and holds (supports …) a little better in the long run. Difficult to designate a winner on this precise point: within the editorial staff, opinions differ … which is enormous, yes (Desproges, if you read us).
The fight is much more intense in terms of average consumption since throughout our duel, Site consumed 4.6 l / 100km with the KTM, against 4.7 for the Yamaha (!). The 790 Adventure however takes the ascendancy with its 4 liters more capacity. Note that the autonomies announced by the manufacturers are not fanciful: you can travel more than 350 km by sparing the Yam, 450 with the KTM.
Be careful before leaving at with the Adventure: the fuel gauge of the KTM is partial! The inscription "1/2" under the pump symbol means that if all the bars are on, you have at least half of the full … On the Tenere, the rider knows precisely if his motorcycle is at 100% , 3/4 or half full.
MNC prognosis: Yamaha wins
Renowned above all for its off-road machines and unbeatable in rally raid, KTM delivers a surprising, almost destabilizing 790 Adventure. Certainly in terms of performance and sophistication, the machine has enough to satisfy the most demanding of pilots. What about the others ?
Site wonders if trail enthusiasts were not expecting a little more from this new Katoche … or a little less: less mechanical fuss (essential for an orange?), Less sportiness and therefore less discomfort, and one less figure on the invoice (12,399 euros) … even if it means removing a few elements ?
To avoid the simplest. This is the method used mostly by Yamaha to create its Tenere 700, and the result is very convincing. The Yamaha has the advantages of a true trail: agile, easy, versatile and not too expensive (9,699 euros). It also assumes the faults: high saddle, low protection and vibrations in the towers (like big monos!).
Finally, as already underlined at the conclusion of his first test: the Tenere benefits from a small bonus ecological economic and social since it is manufactured in France, in the "MBK" factory in Saint-Quentin (02). Everyone wins, workers and customers alike.
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