2022 Yamaha Xt1200z Super Tenere Review
Yamaha Xt1200z Display
2022 Yamaha Xt1200z Super Tenere Review. At the height of the Paris-Dakar Rally from the mid-eighties to the mid-90s, large capacity, multi-cylinder motorcycles ruled the dunes of the Sahara. What BMW started with the R80G/S has become an arms race among manufacturers, as their engines take to the dunes to beat each other to claim the title of the world’s most grueling rally champion. It is a place to prove their motorcycle technology and reliability.
There are many historic motorcycles that have resulted from their success in the rallies, among them the Yamaha Ténéré.
You see, the name literally means “desert” in the Tuareg language. Ténéré is a 400,000 sq km area of vast sand plains, stretching from Niger to Chad. Temperatures here typically reach 50o in summer, with a maximum annual rainfall of just 15mm (that’s my pinky tip). In other words, it is one of the harshest locations on the planet. Although the Ténéré area formed only one part of the rally, it was the toughest stage for all competitors; there are those who perish or go astray altogether and are never found.
During its heyday, rallying consisted of motorcycles that were little more than modified enduro. Indeed, Yamaha scored their first two wins at the Paris-Dakar in 1979 and 1980 on the XT600Z Ténéré ridden by Frenchman Cyril Neveu. That’s as the overbored single cylinder enduro of the XT550.
As the years rolled on, the Ténéré became physically larger although the engine size remained the same, until 1989 when Yamaha launched the XTZ750 Super Ténéré (note the model designation).
Featuring a 5 valve-per-cylinder, liquid-cooled, parallel-twin, the XTZ750‘s YZE750 race version went on to win the Dakar twice, followed by four other titles by the 850cc version. This rally success branded the Yamaha Super Ténéré as one of the most iconic all-purpose motorcycles of all time.
The present form of the motor was released in 2010, which was called the XT1200Z Super Ténéré or “Super Ten” as it was called. Yamaha decided to go to great lengths to compete with the successful BMW R 1200 GS, while maintaining the XTZ750‘s template of comfortable long-distance adventure touring.
It was a technology tour-de-force during its launch, featuring a 4-valve-per-cylinder, liquid-cooled, parallel-twin. But the differences here are the 270o crankshaft which mimics the V-Twin’s 90o firing sequence (first seen on the TDM850, Yamaha calls it a “crossplane,” now ubiquitous with the Yamaha brand), the YCC-T (Yamaha Computer Controlled Throttle) which is the throttle. Yamaha ride-by-wire, 3-wayion traction control and linked ABS.
Customers love the Super Ténéré for its convenience, long range and ability to carry luggage. The bike was only given minor updates before the electronic suspension made its debut from the 2016 model year.
Tested here is the 2015 Super Ténéré, brought by Hong Leong Yamaha Motors Sdn. Bhd. to Malaysia to decorate their gallery at the headquarters on Sungai Buloh.
It just so happens to be the same model we rode at the 2015 GIVI Wilderness Adventure in South Africa! I’ve always been curious about how the Super Ténéré looks on Malaysian roads and this is a great opportunity to finally ride it for real.
First impressions: Nobody ever said the bike was small, but the size of the tank and the front of the bike has always impressed me. It has the attitude that the bronze bull statue is outside KLSE. Yamaha claims Super Ten’s wet weight of 261 kg.
Climbing is very easy, without even having to mount it like a horse. My friend Jeya thinks I’m high lifting technique and a big bike from the side. Turn the handlebars slightly to the right, pushing while shifting your upper bodyweight to the right. finished! It is very easy.
Set to the down position, I can toe on both feet, even though the center of the bike is wide where the seat joins the tank. Going is also easy, without the sense of the bike trying to topple.
Looking forward to the “TV screen” because the LCD instrument cluster is affectionately called, it is affectionate information. The same screen adorns the MT-09 Tracer and also provides the same data. As such, it’s easy to get used to the controls on the left handlebar, although I wish the button toggle information was where the cruise control switch was, as I needed to push my thumb there to flick through the menus.
Another thing I hope Yamaha will revise is the switch for traction control. The travel mode switch sits on the right handlebars, but you have to stretch all the way forward to reach the TCS button. Another complaint I have is that you don’t cannot change driving mode and TCS level on the go.
However, the large amount of torque makes the motor relatively easy to mask as it pulls smoothly through the gears without ever visibly running out of steam. Arriving on the highway, Super Ténéré is predicted to be fast without feeling like it’s working. The suspension is very comfortable at sane speeds but the front runs lightly at (much) higher speeds. This is especially noticeable when trying to steer the bike into a corner at a speed above the speed limit. That’s due to the rear weight bias of the bike, as the rear-swept handlebars put the rider in a very upright position. Thus, the weight stays between the arms and is never lost for a small-sized rider like me.
But riding in that position is positive over long distances. The sails may seem small, but they bend the wind away from your face and torso. The chair is wide and very soft.
However, I appreciate Yamaha eliminating “axle jacking.” The rear end of a high torque shaft cooled motorcycle has a tendency to rise when accelerating but not seen on the Super Ten. However, you need to remember to enter the corner as smoothly as possible, and usually in one gear higher to avoid sudden back torsion. Done right, at the right speed, the bike sweeps through the long corners like a battleship cutting through the waves.
We had a chance to ride the Super Ten on a dirt road when we covered the Jungle Raid. Rided at crawling speed and the rider standing on their feet, the bike was grounded, albeit restrained by the road-biased bridgestone Battle Wing adventure tires.
Engine torque means you can leave it in second gear and you just have to slip the clutch without opening the throttle. Makes your job much easier when driving light offroad trails.
In conclusion, we love this XT1200Z Super Ténéré. While there’s nothing really “unfortunate” about it, and this being a 2015 model, it feels a little dated compared to other big adventure bikes on the market today. However, in its own right, it’s still a great bike to ride. The niggle we mentioned was just that: “nigger,” not a complaint. It would be interesting if we could sample the new XT1200Z Super Ténéré ES, “ES” for “Electronic Suspension.”
Yamaha Xt1200z Spesifikasi Specifications
- Engine type Liquid-cooled, 4-stroke, DOHC, 8-valve, Parallel-Twin, 270o crank
- Compression ratio 11.0 : 1
- Bore X Stroke 98.0 mm X 79.5 mm
- Displacement 1199 cc
- Fuel system Electronic fuel injection with YCC-T
- Maximum power 110 bhp (82.4 kW) @ 7250 RPM
- Maximum torque of 117 Nm (86.3 ft.-lbs.) @ 6000 RPM
- Wet Clutch, multi-plate clutch
- 6-speed gearbox
- Front suspension 43mm USD forks (BPF), adjustable for preload, compression damping and rebound damping, 190 mm of travel
- Monoshock rear suspension, adjustable for preload and rebound damping, 190 mm of travel
- Front brake Dual disc 310 mm
- Rear brake Single disc 282 mm
- ABS ABS and Integrated Brake System
- Front tire 110/80-R19
- Rear tire 150/70-ZR17
Frame & Dimension
- Steel Frame tube backbone
- Double-sided swingarm
- 126.0 mm . line
- Rake 28 degrees
- Wheelbase 1540 mm
- Seat height 845/870 mm
- Dry weight 261 kg
- Fuel capacity 23 liters