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 1: roadster hearts
Last May, Site tested the new Tenere 700, a very important motorcycle for Yamaha, especially in France since trail enthusiasts are – more and more – numerous! The press presentation organized by the Japanese in Catalonia then allowed us to discover a super efficient off-road machine and surprisingly smart on the road..
Released in dealerships last month, the little Yamaha is again ridden by MNC … The goal this time is to oppose it to another novelty: the 790 Adventure which also tries to seduce bikers in search of a mid-size motorcycle, capable of taking them wherever they want !
"If you are looking for a high performance, light and compact motorcycle to clear new territories, the KTM 790 Adventure is made for you", claim the Austrians on their sales brochure, deliberately targeting the prospect: this motorcycle is intended primarily for young people. Moreover, it bears the original mention A2, unlike its sister 790 Duke…
Admittedly, the small Adventure takes again the in-line twin discovered last year on the Duke, but its maximum power is revised downwards: 94 hp on the trail against 105 hp on the roadster. In return, the torque is a little more present with 88 Nm reached from 6,600 rpm, instead of 86 Nm perched at 8,000 rpm.
The LC8c (translate "liquid-cooled, 8-valve, compact" engine) naturally keeps its timing at 75 °, in order to continue to sound like the big LC8 V-Twins open at 75 ° precisely. But the similarities do not end there between the 790 Adventure and its big sisters, 1290 Super Adventure in mind….
KTM’s LC8c goes on an Adventure
As always, KTM places its youngest at the forefront of technology. Its state-of-the-art electronics include traction control and ABS that take into account the angle of the machine thanks to the Bosch modulator (9.1MP model for geeks).
Good point for experienced enduro riders: an Off-road mode disconnects the ABS system on the rear wheel and makes it more permissive at the front, while the "MTC" traction control can be completely deactivated. On the road, apprentice stunters will be able to try to stand on a single wheel.
To set up his motorcycle, the owner takes advantage of a 5-inch diagonal TFT color screen, on which the information appears very legibly. The commodos – backlit "bitte schon"! – allow you to select the data that appears or scrolls on the dashboard: handling is easy.
Thanks to the Bluetooth connection and the optional "KTM My Ride" kit, "you can connect your smartphone to the motorcycle to receive phone calls, listen to music and use the navigation application", tries to bait KTM .. At Site, however, we would have preferred to receive a warning. Finally.
A "quickshiter +" ensuring the up and down of gears without using the clutch lever (393 euros in the Powerparts catalog) and a speed regulator (333 euros with its specific commodo) complete the range of "our" model of test … which happens to be the Espace Murit concession! Link to concession ?
The KTM dealer in Chatillon (92) was extremely kind to lend us his demonstration model, on two conditions. The first was not to detonate his odometer. Well, MNC still rode 450 km on his handlebars !
Second requirement to respect for MNC: not to "venture" off-road, in order to minimize the risk of falls. "In any case, customers only very, very rarely leave the roads with their trails", the salesman points out to us when giving us the keys to the Katoche … to the big balls !
Indeed, the tank of the 790 Adventure consists of two large pockets placed on either side of the engine. According to its designers, this configuration has "the effect of lowering the center of gravity, increasing handling and allowing greater freedom of movement for the pilot". A triple impact therefore for KTM, stronger than JCVD ?
Site also observes – and above all – that this atypical tank is more exposed … MNC wonders: is the double plastic layer sufficient in the event of off-road shocks or slips on the road? Too bad the metal shoe which plunges under the entirety of the KTM, does not go up on the two tanks. It would be more reassuring. But too heavy maybe ?
With its large spoked wheels and its – very – large travel suspensions, the 790 Adventure nevertheless evokes wide open spaces and encourages people to take cross roads. But not quite as much as the Tenere 700 … We will come back to this later..
MNC notes in passing that the KTM’s selector is retractable, unlike the sturdy and notched end of the brake pedal, fixed by two large screws. On the Yamaha the two foot controls have ends that pivot. Indispensable to go for a ride on the track … and return despite a small fall !
To stick to the off-road spirit, the designers of the 790 Adventure consider having equipped it with an "extremely sober" exterior. Le Journal moto du Net coughs: the Adventure looks like Duke with its convoluted radiator scoops that plunge towards the mudguard and its large painted side guards … therefore scratchable and expensive !
By looking at the fairing elsewhere, Site also notices that some stickers of the KTM are starting to peel off at certain angles. This is not the case on the Yamaha whose counter displays the same mileage (see our review of the test in the right column).
Another detail noted by MNC, the saddle of the KTM placed in the high position suggests a design flaw in the fairing: it must be removed to place the saddle in the low position. Without it, the orange plastic turns white at the point of contact, and may break ?
Small problem when the pilot’s seat is again adjusted to the high position: the passenger seat may lock against it. In such a case, there is no need to force the key: you have to sit on the upper saddle in order to reduce the tension in the latch (MNC beg you, this is just one small tip among others).
No complaints, however, on the solid WP inverted fork at the end of which are radial calipers branded KTM but original italian Spanish: from the J.Juan brand, "Karrement Tendance Mec" since it also equips the 790 Duke…
At the rear, the Austrian engineers justify their technical choice: "since the arm of the KTM is connected directly to the shock absorber, its manufacture requires fewer parts and is much simpler" … and also efficient than a system with connecting rods, as found on the Yamaha? Before making a decision, MNC finishes his tour of the owner.
Le Journal moto du Net notes as well as a luggage carrier and passenger handles fitted as standard to the 790 Adventure, while the Tenere 700 does not. The match is zero – rotten, even – as regards the central stand, absent on "our" two motorcycles. Really not easy to maintain their chains !
Finally, in its sales pitch, KTM is categorical: "no other trail enduro equipped with a twin cylinder is able to venture into deserts, ride on mountain tracks or cross remote regions with such ease". And yet, the Tenere 700 that Site opposes to it today seems more out of a bivouac…
New mission for the Yamaha CP2
Like its rival KTM, the new Yamaha receives a roadster engine. And not just any, since it is the CP2 inaugurated on the favorite French motorcycle, the MT-07, and already successfully reused on the XSR700 and the Tracer 700 !
Very slightly mechanically reworked, the Iwata twin is distinguished from that of Mattighofen by its 270 ° setting (called "Crossplane" setting, that’s better …). Unlike the Austrian, the Japanese water mill does not have modes, and does not include traction control. A button to start, a wrist to control it: that’s all. And that is more than enough !?
The tank responsible for supplying the "small" twin Yamaha (689 cc against 799 for the KTM) is less bulky than that of the KTM (16 liters Vs 20) and completely devoid of artifice, lower can or secret chamber. .. Much higher than that of the Adventure, it seems also narrow, which "gives an ideal support surface for your knees, thanks to which you will keep precise control on all terrains", guarantees Yam..
The Tenere 700’s tank trim is as high as it is flat and its rear part is three-fold! – tuning forks: with the flat saddle and the numbered side plates, it feels like an Enduro machine, no more no less !
The styling of the Yamaha is simpler than that of the KTM, if not basic. Which is totally assumed, even sought after. The Tenere seems taller on its legs, always ready to pounce: this is not a big predator – it is not a Kawasaki roadster! -, rather a fine gazelle…
"For more than 40 years, Yamaha has been an iconic brand in the world of Rally Raid. The new racy front of the Tenere 700 is inspired by the brand’s latest competition motorcycles entered on the Dakar," describes the Iwata firm..
The optical unit is one of the rare concessions to modernity: the extreme compactness and discretion of the LED lenticular lights actually gives it an air of WR450F. In comparison, the large turn signals with bulbs which adjoin them are a little stain … Yamaha dealers and props are rubbing their hands in advance.
Le Journal moto du Net also regrets that the tank cap of the Tenere is not mounted on a hinge, as is the case on the KTM which also has the good taste of opening forward: very practical! Be careful when closing it, especially if like MNC you are pressed by an impatient motorist: the cap of the "T7" is placed in one direction, with the valve which opens towards the pilot.
The vertically installed dashboard is also "inspired by the rally-raid world (therefore) mounted relatively high inside the cockpit. So you can get as much information as possible without leaving the road or the track. look ". The inverted LCD display (white on black) is well contrasted and sharp.
The controls on the handlebars are basic, without backlighting but effective. A button on the right allows you to scroll through the information while a button placed on the panel offers the possibility of temporarily deactivating the ABS … and partially, since only the rear wheel can be voluntarily blocked.
Small fantasy granted to the Yam’s braking system: the petal cut-out of the discs, which appear even smaller than they are compared to those of the Katoche (282 mm Vs 320 at the front, 245 Vs 260 at the ‘back). The Tenere is also satisfied with axially fixing 2-piston front calipers and a single-piston rear caliper … but Brembo brand, "per favore" !
The inverted 43 mm fork – as on the KTM therefore – is adorned with a pretty golden hue and has 10 mm more travel. We note in passing that the front mudguard is adjustable in height: essential to avoid getting stuck on rainy days … and ending up in the sun over your motorcycle !
"The sophisticated rear suspension is designed to ensure the flexibility and stability of your riding in different conditions, whether it is driving on land or on the highway, alone or in duo, with or without luggage …" Luggage that the passenger has to carry around in a backpack, because the Tenere does not offer any original luggage rack.
On the practical side, MNC welcomes the presence of a preload adjustment dial. Contrary to what Yamaha claims, it is not strictly speaking "deported", but it is relatively accessible and much more obvious to use than the key of the Katoche..
"Like the factory Yamaha motorcycles prepared for rally-raid, the Tenere 700 has a 21-inch spoked front wheel and an 18-inch rear wheel," said the Japanese. Like the KTM too, which Site opposes to it today…
The original tire fitment differs, however: the 790 Adventure is fitted with rubber with an essentially road profile (Avon AV53 Tubeless) while the Tenere selects much more TT-type tires: all-terrain and all-pavement, both are possible (Pirelli Scorpion Rally STR Tubetype) … On the way, for adventure !
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