Yamaha XT1200Z Super Ténéré – Road test

The first Super Ténéré, the 750 version born in 1989, is still a myth today, one of the first twin-cylinder enduros capable of crossing a desert, but also of covering thousands of kilometers on the motorway in complete comfort. Yamaha was the first to introduce the futuristic solution of 5 valves per cylinder into the sector, leading to the affirmation of what is still one of its trademarks today. 25 years have passed since then, the world has radically changed, including the motorcycle world. If the maxi enduro were the touring motorbikes dedicated only to some, those who preferred a comfortable and ideal motorbike in all conditions, while renouncing the more important power and performance of the sports ones, today it is precisely the 1200 "enduros" that dominate the market. The question is very simple: it no longer makes sense, at least for the vast majority of motorcyclists, to choose a vehicle with 200 horsepower, with low handlebars and an uncomfortable riding position, if on roads open to traffic 90-100 are enough to have fun and with the level reached by the chassis of some models the paces would be completely similar. Add to this the possibility of carrying plenty of luggage and a passenger who can travel comfortably, and the success of the various GS and competitors is explained.

Aesthetics and finishes:

rating:  

Simple in design and with a traditional look, but always eye-catching

The look of the Super Ténéré is deliberately faithful to the origins. Some details immediately bring to mind its 750 predecessor, such as the front with the fairing above the double headlight, or the single, oval and long exhaust, always placed in the same position, side by side, for 25 years. The line of the bike, overall, is balanced and not excessively personal. Missing, for once, is the ever-present front fender beak. What is perhaps appreciated most is that nice black engine crankcase, set with contrasting hardware. Also decidedly captivating spoked circles, with the black channel. The tank joins laterally with two solid plastic side panels, optionally available in carbon. In the lower part of these we find two supports, again in black plastic, which protect the motorbike in case of impacts. The front headlights, in addition to being able to be protected by an optional grille that makes a lot of African raid, they hide a peculiarity. The two bulbs are in fact monofilament, they go from high beam to low beam thanks to partial dimming by means of a solenoid. The small cardan almost disappears, without knowing about this type of transmission it would almost seem to be the second arm of the rear swingarm. The instrumentation is composed of a rectangular element divided into three parts. On the left side a series of warning lights, in the center the analogue tachometer and on the right a display containing the main information, from speed to external and engine water temperatures, but also fuel level, consumption, traction control settings and other information. The only thing missing is the indication of the gear engaged. However, the "cleanliness" of the handlebar controls is also one of the main flaws. The instrumentation in fact, it is controlled with the two buttons located in its lower part, thus requiring you to remove a hand from the handlebar. The new ZE version launched this year, in addition to the electronically controlled suspension, has introduced a big innovation in this area too, with new instrumentation with a large display and new controls on the left handlebar block. Even the TCS setting, to be used only with the vehicle stationary, must be managed with a button located on the left side of the instrumentation. The saddle adjustment is useful, with the height of the front part between 845 and 870 mm from the ground.

Engine and performance:

rating:  

Almost perfect engine, but cold, it lacks that thrill that every motorcyclist seeks

The twin-cylinder immediately makes you think of old-school engines, gives you confidence and the knowledge that you could travel hundreds of thousands of kilometers without a problem. It has a great boost between 2 and 4 thousand rpm, then, compared to what some competitors do, it seems to disappear. It reaches almost 8 thousand, with the maximum power of 110 horsepower expressed at 7.250, but driving it above 5.000 almost seems like violence. Its nature is that of a sly engine rich in torque, not to be exploited by pulling the gears, but to be enjoyed gently, able to get you out of a hairpin bend by immediately shifting into third gear, rather than looking for the second gear limiter. If what you are looking for is pure performance, this is not for you. Competitors even with smaller displacements have gone much further, and the numbers often don't say it all. In concrete terms, there are motorbikes with 10 horsepower less but with a decidedly more sporty and aggressive nature. However, with this we are not saying that they are better bikes, the approach of the Super Ténéré is radically different, we get other satisfactions. There is a lot of electronics, starting with the ride-by-wire accelerator in addition to the two-level traction control, which can also be excluded, and it is also possible to choose between two settings for power delivery, the tourist T, and a more aggressive S. Il twin-cylinder, double-cam with 4 valves per cylinder and double spark plug, it has a 270° crank mechanism. This peculiarity makes it always round and progressive in delivery, one of the best in off-road driving and on low-grip surfaces. The engine is precisely one of the creators of the extraordinary traction of the "Tenerona", capable of putting its 114 Nm to the ground safely in all conditions, one of the queens of driving on dirt tracks, whether dry or treacherously humid. The cardan shaft is another strong point, essentially zero maintenance, it guarantees unparalleled smoothness of operation.

Ride and handling:

rating:  

The queen of comfortable and easy touring for everyone, on asphalt or off road it's the same for her

The XT1200Z Super Ténéré is an atypical maxi enduro, when compared to increasingly more road-going and nasty competition. She stays comfortable, more relaxed and also suitable for off-roading. Ideal for a motorway trip to the North Cape, as for the African deserts which remain a fundamental part of his DNA. If certain bikes immediately amaze you, others seem to disappoint you at first, because they are different from what you expected, but as you discover them they reveal themselves to be even better. Super Ténéré is like this. At the beginning we weren't appreciating it too much, thanks to the comparisons with some recently tested and decidedly more aggressive and "male" competitors. But the doubt of being wrong was there, also in light of the fact that some owners of the “Tenerona” jumped at our throats if we spoke badly of it. Being lovers of comparison, as well as curious about their reasons, we tried to understand from them the reason for so much passion, for a bike that seemed very comfortable to us, well balanced, but not very exciting. So we discovered that those who buy it don't get there by chance, they have often driven many other competitors, perhaps even owned some, only to then discover that only she leaves you so satisfied over time. The phrase that struck us most is: "when new they are all good, some make more of an impression on you than the Super Ténéré, but when you start putting a lot of kilometers on them, the others start to have problems and maybe not go as well as they did at the beginning, she always looks identical to the day you picked her up at the dealership". Besides this it is undoubtedly a motorbike balanced, driving it alone or with two people, a quality that almost no road test can tell you about, because the tests always take place, or almost always, without a passenger. We at Motorionline try, even if it's just for a short distance, to evaluate how it is for two people on the motorbike, both for riding and for the comfort of both. The low engine makes it very handy and easy to drive, even for less "physical" riders. The saddle offers great grip, the upper part is rough and the padding is abundant, you immediately understand that it is made to stay on for hours and hours. The hydraulic clutch is soft, not tiring even in city driving when you always have it in your hand. Vibrations are practically non-existent. The handlebar in stationary maneuvers, such as a U-turn, or a very narrow right-left turn in traffic, gives the sensation of not dominating the balance of the vehicle, just as happens with a large scooter, which gives you an unpleasant sensation of impotence compared to what you are doing, but which actually tends to "stand on" almost by itself. Perhaps its greatest advantage is precisely this, you are in the saddle 261 kg of motorcycle, but it is one of the most comfortable ever, never gets tired, intuitive and easy. From a technical point of view the tires are a 110/80 on a 19 rim at the front, and a 150/90 17 at the rear. The braking system is based on 2 310 mm petal discs at the front, and one 282 petal disc at the rear. As standard we find ABS and UBS, a sophisticated combined braking system which allows you to use only the handlebar lever to simultaneously brake the two wheels, or to brake them individually, acting on the pedal first. The anti-lock braking cannot be deactivated, at least not officially. For those who intend to eliminate it for off road driving, there is a "trick", which excludes the electronics both in braking and in traction control. With the motorcycle on the central stand, simply engage the gear and turn the rear wheel until the ABS and TCT warning lights remain on. The gear lever is a bit short, at first with boots it is difficult to find it, especially from the bottom, to "go up" the gear.

Price and consumption:

rating:  

It starts from 14.390 for one of the maxi enduros that made history

Starting from consumption, we noted the value of 16 km with one liter during our test, but driving it in a more "civilized" way, exploiting the elasticity of the engine and using the gearbox less, we exceed 20 km/l, without even braking too much with the accelerator lever. Thanks to 23 liter tank the autonomy is always more than 300 km on a full tank. The price of the Yamaha XT1200Z Super Ténéré is 14.390 euros, ex-dealership. We remind you that for a thousand euros more you can buy the ZE, which in addition to the electronically controlled suspensions, offers a "package" of technical updates that also concern the engine, with 2 more horsepower, and improved power delivery.. In both cases, the Worldcrosser "African raid" setup is available, offered for 1300 euros more, but with a configuration that includes around 2.000 euros of accessories.

PROS AND CONS
We like it:
Ease of driving, comfort especially for demanding journeys, always lots of traction
We do not like it:
It lacks malice, but that's not part of its goals

Yamaha XT1200Z Super Ténéré: the Motorionline Report Card

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Test clothing:
Jacket: Dainese G. Ridder Gore-Tex
Trousers: Dainese P. Travelguard Gore-Tex
Gloves: Dainese Scout Evo Gore-Tex
Boot: Dainese Carroarmato Gore-Tex
Helmet: Caberg Riviera Italy