Trail – Test XT1200ZE Super Tenere: Yamaha on the right track! – Electronics at the service of versatility

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XT1200ZE Super Tenere test: Yamaha on the right track !

Trail - Test XT1200ZE Super Tenere: Yamaha on the right track! - Electronics at the service of versatility

Improving a well-born motorcycle is not easy: too many modifications, and its fine balance is sometimes upset. Not enough, and the evolution is not progressing … But with its new XT1200ZE Super Tenere 2014, Yamaha is doing brilliantly.. Test.

Electronics at the service of versatility

Introduced little by little on motorcycles via ignition, injection, ABS and – more and more frequently – the accelerator, electronics are now invited to the suspensions of motorcycles. And as for the fields previously mentioned, this "electronization" of the preload, the expansion and the compression gives rise to the same type of contrasting reactions..

However, beyond their potentially higher risk of failure, piloted suspensions only offer qualities, starting with the versatility that a well-calibrated system gives to the bike. Good pick: the XT1200ZE Super Tenere precisely embeds a perfectly developed device (the one discovered on the) and its efficiency opens up new horizons..

A little too flexible suspensions, the old Super T indeed offers an almost perfect filtration of irregularities, but this soft behavior leads to too sharp depression of the springs in dynamic driving. Thanks to the small electric motors installed on its suspensions, forget about these "rocking horse" phenomena on the XT1200ZE Super Tenere !

The bike is just as comfortable as before by selecting the "Soft" mode, but it becomes more rigorous by switching to the "Hard" function, the firmest of the three available (Soft, Standard and Hard: each being configurable in hardness). from -3 to +3). A little tip for the more "bleeding": do not hesitate to increase the preload of the mono-shock absorber by choosing the "Driver alone + suitcase" mode before a sporting sequence !

The reactions of the Yamaha maxi-trail gain in liveliness – without really deteriorating the comfort -, in particular at the level of the steering gear. By opting for a higher preload, the bike’s attitude tilts slightly forward, which improves the feel offered by the inverted 43 mm fork in curves..

Correctly braked hydraulically in "Standard" or "Hard" mode, this fork absorbs the heaviest braking with a progressiveness that was lacking in the previous model. The divers always sink a little too noticeably, but they are quickly and effectively braked inside the very pretty golden scabbards..

Gone is the unpleasant feeling that the fork uses practically its 190 mm of travel every time you have the "heavy glove" on the front brake! This braking device also shines with its power and easy dosage, as well as the efficient and discreet assistance of its ABS..

On the other hand, MNC continues to regret the fact that the coupling going from the rear to the front is not disengageable … Impossible indeed "to seat the motorcycle" with the only rear brake, or to make it pivot in the earth with a well-adjusted pedal stroke … For a machine that plays so much on its "Dakarian" origins, it’s a shame.

Fortunately, the traction control can be disconnected, allowing the most skillful (and the strongest!) To place the bike adrift when accelerating. On the road, the softness of this device attracts nothing but praise: the rear wheel slips for a fraction of a second – enough time to make the pilot feel his generosity on the gas! -, then the system reduces the arrival of power very gradually, without causing sudden collisions observed on certain competing traction controls.

At the level of the rear shock absorber, we find this "multi-faceted" behavior exacerbated by the electronics: we go from a smooth operation perfectly suited to a coiled conduct and duo, to much sharper and more precise reactions.

Firmer but never drier – even by selecting the hardest settings – the Yamaha is placed with precision on its supports and no longer moves. All with a simple electronic "click" while driving, where you have to stop and take out the screwdriver to obtain the same effect with "mechanical" suspensions.

And as the bike renews its excellent tubular steel chassis – sound and rigid – as it is, and the limited width of its tires (110 and 150 mm) gives it very good handling, the 2014 Super Tenere becomes formidable in terms of dynamics. Only really "heavy" point: its 265 kg all full (4 kg more than before) which strain its sporting inclinations.

This plumpness is felt in curves, pushing her outward and reducing her improvisational capacities because of inertia. Needless to say, it is not an ally either when it comes to maneuvering at low speed, both between two cars in town and between two trees in all-terrain (preferably with a rolling profile).

Even "big sweat" when mounting it on its central stand supplied as standard (important precision, because it is now an option on the "standard" XT1200Z): if the exercise may seem obvious for a Scottish biker practicing the throwing of trunks, it will be a little less for the others! And the situation will obviously not get better in the presence of the optional 32-liter suitcases crammed to the brim with little "sir-madam" effects..

Driving force: action, finally !

To summarize: the Super T is improving in terms of protection and practicality, it is more versatile thanks to its controlled suspensions while its overall comfort is still convincing. What does he lack then to achieve the full box? "A more expressive engine", would answer – if they were in good faith! – most" Super Teneristes ".

Well MNC has saved the best for you for last: Yamaha has heard the criticisms about the (lack of) character of its 1199 cc parallel-twin and gave it an effective cure of tonics! By reviewing certain mechanical parameters and modifying the characteristics of its two injection maps (all the details on the following page), the engine manufacturers have managed to boost this twin stalled at 270 ° in a stunning way..

This transformation is immediately noticeable at start-up: thanks to the work done on the exhaust, the sound has become more muffled, almost rumbling past the mid-rev range (breaking at 8,500 rpm). Progress in this area is appreciable, even if MNC will not go so far as to lend it the acoustic charm of the Explorer’s "3-legged" or the – too – sound presence of a Multistrada 1200..

Still as torquey (117 Nm at 6000 rpm), the twin has retained its confusing availability: by handling its ride-by-wire accelerator with finesse, it is possible to descend to 50 km / h in sixth just above 1500. rpm, without having the impression of leaving an engine part behind !

Admittedly, the acceleration that follows is laborious, but not all engines – especially two-cylinder – can boast of such flexibility. Nor do all the final driveshafts and cardan shafts either, which in passing demonstrates the interest of the new shock absorber installed by Yamaha: the cardan shaft operates smoothly and silently, just like the selection and the gearbox..

In general, however, it is preferable to stay between 2000 and 3000 rpm on higher gears, in order to maintain the mechanical approval and a good boost. This recommendation is all the more valid as the transparency of the injection reveals its limits at low speeds, in particular when the gas stream is resumed: the unit cuts then restarts the supply a bit suddenly, generating a sudden jerk in the process..

Not too disturbing on the Touring "mapping" (T) – the mapping offering a response to the grip and the smoothest revs – this phenomenon is more pronounced once the Sport mode (S) is engaged. But we quickly forgive him this small gap, as the change he operates on the mechanics immediately puts in a good mood !

In addition to the greater responsiveness of the right grip that it generates, this "Sport" mode dramatically strengthens acceleration: the twin pushes with force and vigor from 3000 to 6000 rpm, before experiencing a slight sag from 7000 turns. Admittedly, the thrust is more linear than explosive, but the contrast with the old version is striking, especially in the second part of the tachometer.

Now credited with a real personality and a livelier temperament, the twin of the Super T gives the impression of having gained 10 or 15 hp … and not 2 hp as indicated in its technical sheet (112 in Full). A success !

Verdict: great, the Super Tenere !

Relevantly improved where it was fishing, the 2014 Super Tenere is undoubtedly better than the previous model, especially in this top-of-the-range "ZE" version. More dynamic and more versatile, it takes advantage of the technological and practical contribution of controlled suspensions and configurable maps to dramatically enrich its skills..

The competitors of the XT1200ZE Super Tenere

  • Aprilia Caponord 1200 Travel Pack : 2-cyl. in V, 1197cc, 125 hp and 115 Nm, 228 kg in running order – € 15,999 (electronic suspensions as standard)

  • BMW R1200GS : 2-cyl. flat, 1170cc, 125 hp and 125 Nm, 238 kg in running order – € 17,420 (with elec. susp. option)

  • Ducati Multistrada 1200 S Touring: 2-cyl. in L, 1198.4cc, 150 hp and 124.5 Nm, 234 kg in ord. walking – € 20,390 (standard elec. susp.)

  • Honda crosstourer : 4-cyl. in V, 1237cc, 129 hp and 126 Nm, 275 kg all full facts – € 14,599 (elec. susp. not available)

  • Kawasaki Versys 1000: 4-cyl. in line, 1043cc, 118 hp and 102 Nm, 239 kg all pl. facts – € 12,499 (elec. susp. not available)

  • KTM 1190 Adventure : 2-cyl. in V, 1195cc, 150 hp and 125 Nm, 230 kg all full facts – € 15,645 (with elec. susp. option)

  • Moto Guzzi 1200 Stelvio: 2-cyl. in V, 1151cc, 105 hp and 113 Nm, 257 kg empty – € 14,399 (elec. susp. not available)

  • Suzuki V-Strom 1000: 4-cyl. in line, 1037cc, 100.5 hp and 103 Nm, 228 kg all pl. facts – € 12,499 (elec. susp. not available)

  • Triumph explorer : 3-cyl. in line, 1215cc, 137 hp and 121 Nm, 259 kg all pl. facts – € 14,990 (elec. susp. not available)

However, some details remain to be fine-tuned, such as its very high weight and the adjustment mechanism of its windshield. Small flat also concerning the just passable integration of the hydraulic unit managing the reactions of the rear suspension (see photo in our Technical point). The impression of adding in haste is hardly flattering, nor is the interlacing of hoses running all around this mechanism located on the rear right side..

Same observation at the sight of undyed rivets used to fix the handguards supplied as standard: in black, they would blend much better into the decor. Too bad, because the Yamaha is otherwise a full box in terms of the finish, in particular thanks to its finely chiseled bronze-colored engine housings, its welds correctly carried out and the general quality of its surface treatments.

We also appreciate the appearance of LED indicators, whose tapered format forms a nice visual reminder with the YZF-R6-style tail light. Finally, the new aluminum side stand advantageously replaces the previous model, at least visually. On a practical level, it’s not quite as convincing because the deployment lug is placed a little too close to the largely rubber-lined footrest..

Last negative point concerning this 2014 opus: its price which is close to 16,000 euros (15,999 €) in this "ZE" version, an increase justified by the enrichment of the standard equipment (piloted suspensions, heated grips, regulator, 12 V socket, etc.) on this "premium" model…

The "standard" Super Tenere does not undergo any inflation (€ 14,999), but MNC regrets to note the impoverishment of its standard equipment: the central stand, the top-case support and the passenger handles are now part of the system. options on 2014 XT1200Z "short".

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