Menus
- The return of a legend
- Discovery
- In the saddle
- In the city
- Motorway and expressways
- Departmental
- Part-cycle
- Braking
- Comfort / Duo
- Consumption
- Conclusion
The return of a legend
XT … the magic code! Tenere … the breath of adventure ….
Driven by the greatest pilots of rally raids like the Dakar, the long-distance all-terrain concept begins with the legendary XT 500 and XT 600. Then appears the Tenere XTZ 600, a more sophisticated model for space devourers with a protective fairing. Then finally the Super Tenere XTZ 750 with its parallel twin, for more power and longevity. Is she already thinking of measuring herself against the unmissable BMW GS? On the strength of these successes, both in competition and in sales, Yamaha nevertheless suspended the production of its Super Trail in 1997, without a successor … until today.
The maxi trail segment and its market share have once again inspired the tuning forks brand, which in 2010 presented a legitimate lineage: the XT 1200 Z Super Tenere.
Discovery
Like all her competitors, the new desert girl is a bodybuilder! No more slender single cylinders pacing the sandy tracks, marketing imposes new standards. The "maxi-trail-road" now obeys the codes of comfort, power, electronics and … weight.
Almost streamlined like a GT, wide, this model has a neat finish. The optical unit seems compared to the rest to have made a tour of the Indian head reducer and gives a very specific first aesthetic impression … a gene common with its little sister 660, which is reminiscent of a certain TDM.
Quality of the plastics, fit of the elements, paint, hand guards, the finish conforms to the standards of the genre for an adventure look going right up to the big welds on the hoof. Only the look of the engine is not up to the rest with a tortured crankcase and a profusion of screws … too bad.
The metal tank allows you to place a magnetic bag in addition to the suitcases … standard on this "first edition". Fairly long but narrow, these can interfere with the passenger’s heels and do not allow the transport of a helmet. Their locking system is basic. A large luggage rack completes the cargo space offer, no lugs but openings to fix turnbuckles.
The diamond-like steel frame encloses a carrier motor associated with an aluminum rear buckle. The easily adjustable shock absorber is accessible under the saddle on the right side. There is also a central stand, easy to use despite the weight of the machine. The inverted fork, with nicely anodized sleeves, can also be fully adjusted. Four-piston brake calipers and petal discs complete a rather rewarding package..
But THE novelty is the transmission: indeed, who wants to travel far, and to secure the favors of the candidates for the trip, equips a gimbal. This takes place on a traditional double oscillating arm with matt coating.
In the saddle
The seat is wide and thick, both for the pilot and the passenger and its variable height (845-870 mm) allows more than 1.80 m to put their feet flat on the ground. The weight, although perched high, is not too much felt at a standstill, the masses seeming rather well balanced. Although requiring a minimum of grip, the trail is easily maneuvered alongside the motorcycle, even on ground that is suitable for driving..
The screen, unfortunately only adjustable by means of screws, and the somewhat square shape of the inside of the fork crown and the top of the fairing, are somewhat reminiscent of a certain Munich woman. As felt at first glance, the fairings are enveloping. The wide handlebars, however, do not spread the arms too far and the rider is straight.
Well positioned, we discover a power outlet for accessories (GPS) and a counter with an adventurer look, particularly legible: a large LCD window on the right is responsible for grouping together the now numerous information related to electronics: large tachometer, engine temperature, air, fuel gauge, average and instantaneous consumption, odometer, 2 partial.
And, novelty, the engine mode chosen: Touring or Sport, activated from an ugly cursor on the right stalk. Another possible variable: traction, also in two modes: anti slip or reduced slip … via a button lost on the left of the block, alongside a classic rev counter, which we would have liked on a lighter background. We regret the absence of an engaged gear indicator…
Some will find the look of the T fork / commodo assembly with its throttle cables forming an arc plunging from the handle towards the counters a little bland, especially as Yamaha equips its new Fazer 800 with a more dynamic adornment and modern.
Raising the motorcycle from the side stand position, makes you aware of its weight.
In the city
Contact, the counter is initializing. Starter and vertical twin set at 207 ° cough nicely then roar with a very personal and rather soft click. It’s the handling of this XTZ 1200 that amazes you right away, with an excellent balance that would almost make you forget its 261 kilos. Its turning radius is particularly small, like that of the Multistrada 1200. On the other hand, the engine seems bland at first, especially compared to its Italian counterpart. This is the peculiarity of Touring mode: a great smoothness which will limit, for example, the jerks for the passenger but will also allow to manage the softer surfaces with serenity.
To change your face, activate Sport mode: astonishing difference! Without being Dr Jekill and Mr Hyde, the difference is clear and we find the sensations demanded of a 1200cc engine. The Super Tenere is more fun and the 261 kg all full (yes, anyway …) are well taken.
This engine is also very flexible, almost allowing you to operate in sixth gear at 50 km / h and 1,500 rpm.
Motorway and expressways
Imperial, stalled at 130 km / h at 4,200 rpm, the protection is very good, both on the upper body (except the shoulders), that the legs and this even while forcing the pace, 150 to 5,000 RPM , 170 km / h at 5,500 revolutions minutes. Beyond that, all you have to do is lean a bit to shoot up the tachometer at over 220 km / h (on the track). However, you have to whip the engine to reach the top. The size is still impressive.
Whatever the pace, even at very high speed, you don’t feel any sway, with or without a suitcase. Stability is excellent.
Departmental
Coupler (11.41 m / kg at 6,000 rpm), sufficiently powerful (100 hp at 7,250 rpm) and well balanced, the “Super T” is above all the queen of comfort. Holes and bumps are swallowed seamlessly. We travel serenely and flexibly, which allows long stages and limits fatigue.
If the evolutions are pleasant in discovery mode, a more sporty driving on the other hand, makes feel the inertia of the high perched weight. Sensitive to the pressure on the footrests and thanks to the wide flat hanger, the set is easy to take along, but be careful with the ground clearance. You are quickly called to order by the untimely rubbing of the toe clips and other side stand lugs, which add a bit of fun on bumpy roads tackled at a dynamic pace.
This is all the more regrettable as the cardan joint is particularly pleasant and is forgotten, to the detriment of the gearbox which, although precise, turns out to be a little hard when quickly lowering the gears..
Part-cycle
The fork efficiently contains mass transfers and very honestly conveys information to the rider. Combined with an excellent shock absorber, which should be adjusted less flexible and reduced rebound, and the high elasticity steel frame, the new XTZ bends on all roads and even large paths or in the woods. Touring mode, coupled with traction control (TCS) is a plus. The most facetious will engage and choose the reverse modes, just to achieve some drifts, limited, the rear axle and take advantage of the good health of the engine. Note that this TCS is efficient and also transparent to use.
Homogeneous, comfortable, precise, the maxi trail does not seem to have the rigidity of its competitors but its other design is just as effective, if not light.
Braking
Performing, both rear and front reassures and stops the crew with endurance. The UBS (Unified Brake System) coupling allows, by pressing only the front lever, action on the rear. The reverse, on the other hand, is classic, allowing the trajectories to be adjusted without affecting the fork. ABS calls for no criticism.
Comfort / Duo
Comfort is certainly the main asset of the Super T. With passenger and luggage, it remains neutral and efficient. The long stages can therefore be envisaged without fear. The long and ergonomic grab handles combined with a balanced position and the muffled behavior of the machine are a real plus for the traveling companion.
Consumption
The 23-liter tank provides approximately 380 km of range WITH the reserve. The average consumption is around 6 liters per 100 km, which is a good performance in view of the size and the engine. An automatic countdown when switching to reserve is displayed in the partial in progress and the gauge flashes…. but in a way too discreet. An off-center indicator light would have been more visible.
Conclusion
Yamaha’s return to the road trail segment with this XTZ 1200 Super Tenere is proving successful and a real evolution compared to the last model with a real big road trail cardan shaft equipped with state-of-the-art electronics and standard equipment particularly comprehensive. However, in almost 15 years, the competition has also evolved without waiting for the former glory of the African slopes..
If the 14,999 € for this “first edition” version of the Super T seem to be placed at the same price as the competitors, or even less expensive with comparable equipment (the BMW R 1200 GS is more expensive by 2,500 € – with comparable equipment: ABS, ESA , suitcases …), the Super T fishing despite everything in comparison to the level facilitated both on road and path, handicapped by its excess weight (261 kilos against 220 for the Multistrada and 229 for the GS). By its comfort, flexibility, balance, the XTZ is almost closer to the Honda XL 1000 Varadero. The technological innovations of the daughter of the desert and its qualities of parts cycles, including the gimbal are a real asset but the adventurer of the winged brand, with similar comfort and size, also has a more exuberant engine for it. A weight diet could do him good to effectively counter the leaders in the category and widen the gap.
The Super Tenere is an excellent traveling machine, comfortable, efficient and very – too much? – consensual. It will delight bikers who want to ride long and far solo and duo but first on the road. For the "promise" of the trip in the dunes, it remains to be tested against its competitors … for a future comparison…
Strong points
- engine performance and flexibility
- balance of the cycle part
- solo and duo comfort
- gimbal neutrality
- electronic assistance
Weak points
- the weight
- finishing details
- the price
- ground clearance (it hits fast)
Competitors: BMW 1200 GS, Ducati Multisrada 1200, Honda Varadero 1000, Honda Crosstourer 1200, Kawasaki Versys 1000, KTM 990 SMT, Moto Guzzi Stelvio 1200, Triumph Tiger Explorer 1200
The XT 1200 Z technical sheet
Related articles
-
30 years of reign. Marketed for the first time in the fall of 1980, during the heyday and legend of the Paris-Dakar, the trail R 80 GS (Gelande Strasse),…
-
Fashion victim ! The single-cylinder trail is out of fashion and that’s a shame. Because the Yamaha XTZ 660 Tenere remains the embodiment of the…
-
Test Yamaha XT 1200 ZE Super Tenere
E. character slipper XT …, Tenere … some legends can be found in a few signs. In this case, that of Yamaha trails. Driven by the greatest rally…
-
Backpacker at heart Twin-cylinder CP2 of 689 cm3, 74 hp and 68 Nm, 204 kg full made, 9,699 euros Stopped at the end of 2016 due to Euro 4 standards, the…
-
Indian 1200 FTR Rally motorcycle test
Bite V-Twin, 1203 cm3, 120 hp, 120 Nm at 6,000 rpm, 235 kg TPF, 14,990 euros … daily test The word scrambler warms up lots of images, broadcast, told,…
-
Test Yamaha XTZ 750 Super Tenere
Twin-cylinder in-line, 749 cm3, 70 hp, 6.8 m / kg, 195 kilos dry, from € 1,000 Produced from 1989 to 1995, this big and reliable road trail smells of…
-
Yamaha Tracer 700 GT motorcycle test
Joys of possibilities Twin-cylinder in-line, 689 cm3, 74.8 hp, 68 Nm, 200 kg all full, available in A2, 8,999 euros. The Yamaha Tracer 700 Gt! Here is a…
-
Ducati Multistrada 1200 motorcycle test
The Italian UFO Appeared in 2003, the first Multistrada model was designed around an air-cooled Desmodue L-twin engine of 992 cm3 then 1078 cm3 in 2006….
-
Suzuki 1200 Bandit N GSF motorcycle test
The year 2000 will have been a major year for the Bandit vintage: arrival of the 600 in February in concessions, presentation of the new 1200 in June in…
-
Suzuki GSX 1200 motorcycle test
The Inazuma does part of the Bandits family thanks to its engine, which is none other than the block of the 1200 Bandit. Released mid-99, this machine…