Driving report Yamaha XT 1200 ZE Super Ténéré

Driving report Yamaha XT 1200 ZE Super Ténéré
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Driving report Yamaha XT 1200 ZE Super Ténéré

Driving report Yamaha XT 1200 ZE Super Ténéré

Driving report Yamaha XT 1200 ZE Super Ténéré

Driving report Yamaha XT 1200 ZE Super Ténéré

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Driving report Yamaha XT 1200 ZE Super Ténéré
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Driving report Yamaha XT 1200 ZE Super Ténéré
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Driving report Yamaha XT 1200 ZE Super Ténéré
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Driving report Yamaha XT 1200 ZE Super Ténéré
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The seemingly unreal shadow on the lead photo conveys a real insight: the updated Super Ténéré drives so easily that it could be piloted playfully by a wiry comic figure.

Driving report Yamaha XT 1200 ZE Super Ténéré
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Large and powerful in terms of its external dimensions, finely crafted and clever in detail. Beautiful manifold guide.

Driving report Yamaha XT 1200 ZE Super Ténéré
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The aluminum handlebars, the risers and the triple clamp are completely new. The XT now has an electronically adjustable chassis.

Driving report Yamaha XT 1200 ZE Super Ténéré
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Monochrome LCD, which you can use e.g. B. the two-stage traction control, which can be switched off, the heated grips and the chassis can be adjusted.

Driving report Yamaha XT 1200 ZE Super Ténéré
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The many connections on the shock absorber immediately catch the eye. The silver expansion tank is located on the arm of the passenger peg.

Driving report Yamaha XT 1200 ZE Super Ténéré
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The old and the new Ténéré master light off-road terrain with equal solidity. Nevertheless: The 2014 model is always one step ahead.

Driving report Yamaha XT 1200 ZE Super Ténéré
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Diagram: power on the crankshaft; Measurements on the Dynojet roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation ± 5%.

Driving report Yamaha XT 1200 ZE Super Ténéré
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Yamaha XT 1200 ZE Super Ténéré in the driving report

Unrestrained driving pleasure

The updated Yamaha XT 1200 ZE Super Ténéré drives so easily that it could be piloted playfully by a wiry cartoon character. Thanks to the more powerful engine and electric chassis, Yamaha’s multitool mutates into a soul-flatterer.

At first glance, the update for the 2014 model year seems to be pimped up Yamaha XT 1200 ZE Super Ténéré like a sleight of hand. Two additional horses are all well and good. But when the motorcycle has gained four kilograms immediately, the extra power fizzles out even when the vehicle is stationary. Or doesn’t it? Anyone interested in the new XT should definitely listen to their Yamaha dealer and, despite the sobering facts, arrange a test ride. This Super Ténéré not only drives better than any other before, it conveys to its pilot exactly what many of us have lost today: lightness.

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Driving report Yamaha XT 1200 ZE Super Ténéré

Yamaha XT 1200 ZE Super Ténéré in the driving report
Unrestrained driving pleasure

New Yamaha XT 1200 ZE Super Ténéré with 11 hp more

Those who are only enthusiastic about motorcycles with excess power and capricious driving characteristics, prefer to keep their hands off the XT: The Yamaha with the unusual crank pin offset of 270 degrees still tries in vain to imitate a robust V2 engine despite the new exhaust system. And you have to do without that last bit of punch in low speed regions in 2014 as well. As the performance curve shows, Yamaha has retained the existing throttling of the first three gears, albeit in a significantly reduced form. In second gear, the new Yamaha XT 1200 ZE Super Ténéré has eight Newton meters more on the crankshaft.

However, resourceful dealers like Motec from Munich, who completely deactivated the electronic throttling, show that there could be another 15. Why Yamaha again (and despite the standard traction control) is limiting performance remains unclear. Nevertheless, one complains here at a high level. The torque and power of the Yamaha XT 1200 ZE Super Ténéré are always sufficient for the brisk lap of the country road. At the latest from 5000 revs, the revised engine clearly distances itself from the predecessor engine and pushes with force towards the horizon. At the end of the calculation, there is a whopping 11 hp between the old and the new model. Not bad.

More actively integrated into the moped

The Super Ténéré never seems outdated. You can’t see or feel that their base saw the light of day in 2010. The Yamaha engineers have really done a fine and effective detail work. The evolution from a solid all-rounder to a more valuable soul flatterer has resulted in completely new experiences. Need an example? Anyone who has previously considered folding out the stand (sitting on the motorcycle) to be a necessary evil, because the search for the extension arm usually took longer than the cigarette break, can breathe a sigh of relief on the Ténéré. Thanks to the wide arm of the new aluminum side stand, the two-wheeler can be elegantly and quickly turned into a tripod.

The ergonomics of the workplace have also been modified. That is surprising at first sight. Because even the old one offered a harmoniously balanced compromise in a broad spectrum between long-distance suitability and light off-road use. The new Yamaha XT 1200 ZE Super Ténéré positions the rider a tad more upright, which further increases comfort. The new, slightly less cranked aluminum handlebar is great in the hand and noticeably improves the feedback from the front wheel, which benefits the entire driving experience: You now feel more actively integrated into the moped.

Impressive neutrality

At single-digit temperatures, the powerful two-cylinder starts flawlessly. You can also choose between two mappings. The moderate T mode has recently started to work a little more cautiously. Especially when starting, it feels like someone has put the handbrake on. In slippery asphalt conditions, this is certainly a welcome vote. The sportier S mode has been designed a little more direct and remains the first choice for everyone who wants to get on the spot quickly. In this, the engine of the Yamaha XT 1200 ZE Super Ténéré acknowledges the slightest pluck on the throttle with a spontaneous propulsion. Happily, switching between the two modes is as easy as before with a switch on the right end of the handlebar – even while driving!

To change the damping setup of the spring elements, however, you have to stop. The menu has three basic settings (soft, standard, hard), each of which can be adapted to individual requirements in a further seven levels. And that with a noticeable effect. Even the previous model with conventionally adjustable chassis shone with great responsiveness and good-natured driving characteristics. It masters enjoyable cruising as well as brisk wagging around curves. This is all the more true for the new one. The Yamaha XT 1200 ZE Super Ténéré works with impressive neutrality in an inclined position, stoically follows the targeted line and convinces with sufficient reserves even when riding with a pillion passenger.

If you set the hardest damping setup (“Hard +3”) on the new LCD panel, the truck will not get out of step, even when driving over bumps, without nasty transverse joints unplaned and causing the driver to deform the spine. In the end, you will be surprised when you click the damping on “Soft -3” and now expect the Yamaha XT 1200 ZE Super Ténéré to start sluggish on the bad road test track. The bike irons over bumps and potholes, completely unimpressed, so that you think you are driving over flat asphalt. The chassis never wobbles, while the stability is naturally a little worse. Unrestrained driving pleasure with a large portion of lightness can be experienced in all variants. In terms of safety, the Yamaha impresses with its finely regulated, two-stage traction control, which can be completely deactivated for off-road use, as well as with the courageously gripping composite brake including ABS.

Test drive is worth it

The other equipment of the Yamaha XT 1200 ZE Super Ténéré, which can also be ordered without an electronic chassis, is also valuable. In contrast to the top model, the latter has to do without the three-stage handle heating (programmable, a total of ten heating levels), the top case carrier and the main stand. An easy-to-use cruise control and the new windshield, which can be adjusted by hand in four stages, are standard equipment in all model variants.

Is everything great, Ténéré? In any case. Because consumption also decreased slightly by 0.2 liters. The price doesn’t. For the top model, it amounts to 15,295 euros excluding additional costs. For the basic Ténéré it is 1000 euros less. It remains to be hoped that interested parties will listen to their dealers and simply take a test drive. It is worth it.

That is new


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The old and the new Ténéré master light off-road terrain with equal solidity. Nevertheless: The 2014 model is always ahead.

  • Revised engine with 112 hp and 117 Newton meters.
  • Power throttling in the first three courses was reduced.
  • Inlet and outlet channels were enlarged.
  • Modified piston rings.
  • Electronically adjustable chassis comes from the manufacturer Kayaba, both spring base and damping can now be adjusted from the handlebar end.
  • LCD cockpit with gear indicator.
  • Modified exhaust system without interference tube between the manifolds and with a larger catalytic converter
  • New aluminum handlebar including new risers and a new fork bridge
  • Side stand now made of aluminum with a wide arm
  • Windshield can now be adjusted by hand in four stages
  • Sitting position now more upright
  • Tempomat standard
  • LED turn signals in a chic design

Technical specifications


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Diagram: power on the crankshaft; Measurements on the Dynojet roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation ± 5%.

Yamaha XT 1200 ZE Super Ténéré (values ​​in brackets: XT 1200 Z Super Ténéré, model 2013)

Engine: Water-cooled two-cylinder four-stroke in-line engine, two balance shafts, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, injection, Ø 46 mm, regulated catalytic converter, 600 W alternator, 12 V / 11 Ah battery, hydraulically operated multi-disc oil bath clutch , Six-speed gearbox, cardan, secondary ratio 2.987.
Bore x stroke: 98.0 x 79.5 mm
Displacement: 1199 cm³
Compression ratio: 11.0: 1
Rated output: 82.4 kW (112 hp) at 7250 rpm
Max. Torque: 117 Nm at 6000 rpm

Landing gear: Bridge frame made of steel, upside-down fork, Ø 43 mm, electronic chassis, adjustable spring base, adjustable damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, adjustable damping, double disc brake at the front, Ø 310 mm, four-piston fixed calipers, disc brake at the rear , Ø 282 mm, two-piston fixed caliper, traction control, ABS.
Spoked wheels with aluminum rims: 2.50 x 19; 4.0 x 17
Tires in the test:
Bridgestone Battle Wing 501/502 “E”

Dimensions + weight: Wheelbase 1540 mm, steering head angle 62.0 degrees, caster 126 mm, spring travel f / h 190/190 mm, seat height * 840–870 mm, weight with a full tank * 271 kg, payload * 199 kg, tank capacity / reserve 23.0 / 4, 2 liters.
Guarantee: two years
Service intervals: every 10,000 km
Colors: blue, white
Price: 15,295 euros
Additional costs: 295 euros

Readings:
Performance
Maximum speed (manufacturer information): 210 km / h
acceleration
0-100 km / h 3.7 (3.7) sec
0–140 km / h 6.7 (6.5) sec
0-200 km / h 17.8 (20.7) sec
Draft
0-100 km / h 4.6 (4.5) sec
100–140 km / h 5.1 (5.0) sec
140-180 km / h 6.1 (6.8) sec
Speedometer deviation
effective (display 50/100) 46/95 km / h

Consumption:
Country road: 4.8 l / 100 km
theoretical range: 479 km
Fuel type: Super

* MOTORCYCLE measurements; Diagram: power on the crankshaft; Measurements on the Dynojet roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation ± 5%.

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