Ride report Yamaha Ténéré 700 World Raid: Alone in the wide open spaces
One in four mid-range adventure bikes in Europe is a Ténéré. Yamaha has sold over 86,000 units here since 2019. For greater clarity, the number of model variants has now been halved from half a dozen at times. In addition to the standard version and the even more off-road-oriented Rally, there is also the World Raid for globetrotters (or for anyone who wants to feel like one). It has now been revised once again in some areas based on customer feedback in order to further optimize the symbiosis of long-distance tourer and off-roader. Yamaha's European Product Manager Leon Osterhof calls it an "Adventouring" bike.
The qualities and virtues of the 689 cc two-cylinder engine are sufficiently recognized and acknowledged. Yamaha has therefore only tweaked the transmission gears a little and optimized the air intake. The throttle response of the CP2 engine has been converted to the YCC-T (Yamaha Chip Controlled Throttle) electronic control system and allows two riding modes. Based on customer feedback, the clutch release has been moved forward by 35 degrees, has been given a softer and narrower cover and disturbs the boot less, especially when riding in a standing position. Only at high revs did the gearshift (of the still barely run-in machine) sometimes require a little more pressure to change gear. Yamaha offers a quickshifter as a plug-and-play solution.
In everyday use, the World Raid can be moved well in the range between 3000 and 5000 rpm. In the last gear, the speedometer shows 100 km/h at 4300 rpm, and the freeway speed limit of 130 is reached at five and a half. At 6000 rpm, it feels a little more lively. Regardless of the range in which the engine is running, it is always slightly present mechanically, but is pleasantly restrained acoustically.
In the "Explore" riding mode, the Yamaha impresses with its smooth, sensitive, absolutely linear and predictable throttle response. At the same time, the torque in the lower rev range has been improved with the model revision. This is particularly noticeable off-road, when the Ténéré stomps forward like a tractor from the rev cellar at low revs. This is not the only area where the rider can rely almost blindly on the Enduro. It impresses with its very neutral handling - both on and off-road. Nervousness is alien to it. Only on coarser gravel can the handlebars be knocked to one side.
Otherwise, the further optimized, easily adjustable steering damper and the KYB suspension fork, which has now grown to 46 millimetres (previously 43 mm), as well as the correspondingly adapted shock absorber with a stroke increased by five millimetres, bring calm to the chassis. The excellently damped suspension impresses both on asphalt and off-road. The front wheel can be guided with pinpoint accuracy on almost all surfaces. Yamaha impressively proves that an excellently tuned conventional chassis can certainly compete with a semi-active one and is likely to set the current benchmark in the segment.
In any case, dispensing with excessive electronics has been part of the Ténéré 700's philosophy from the outset. This year, there are "only" two riding modes and three settings for traction and slide control, each of which can be combined as required via the joystick. There are also three ABS options: on, deactivated at the rear and completely off. A push button on the left-hand side of the cockpit allows quick access - but only when stationary. Unfortunately, Yamaha justifies the fact that switching is not possible while riding with safety aspects.
Speaking of standing: Thanks to the new, full-length seat, the slightly narrower waist and the slightly lower tank, the ergonomic triangle has become a little more comfortable. The rider can switch from sitting to standing and vice versa in one smooth, effortless movement instead of a jerky one. This also contributes to the excellent riding experience. In addition, the modified bodywork protects the body in an upright position better than before and protects the machine in the event of a fall. The rear end and exhaust bracket have also been reinforced again for this year.
With just one finger on the lever, the front brake can easily be used to take up some speed before corners. It is easy to modulate and just as powerful. The opposite is true of the rear brake. This is due to the off-road aspirations, on the road you would wish for a little more here. However, the ABS is perfectly tuned here and there, is quick to respond and regulates completely unagitated. However, the designation "Sport" for the second riding mode on offer should not be taken too literally. It should be understood as "Normal" or "Street", as it remains at 73 hp. Yamaha continues to deliberately hold back a little in terms of performance.
Despite its extroverted appearance, the World Raid stands for a good-natured character that inspires confidence and offers reliability. It is perfectly balanced, load change reactions are just as foreign to it as any nervousness in curves. Despite its high-leggedness and a supposedly small power deficit, it proves to be a sufficiently speedy country road sweeper not only because of its outstanding chassis, because Yamaha also proves to be a lucky hand with the choice of standard tires. The Pirelli Scorpion Rally STR is a safe bet both on the road and off-road. With a test consumption of 4.6 liters, the Yamaha was only just above the standard value on the first 250-kilometer ride.
The dual tank with two filler necks, which is still 23 liters but now 1.5 kilos lighter and slightly lower, allows ranges of around 500 kilometers and looks smaller than it is. The dual principle is more than just for show. The two chambers mean that the fuel sloshes back and forth less while driving. A valve ensures that there is always a constant level in both halves of the tank. The only "gimmick" that the developers have allowed themselves are the three different display options on the display, which has now grown to 6.3 inches. Thanks to its vertical alignment, it is easy to keep an eye on even when standing up. The redesigned windscreen works effectively and you get the impression that the faster you drive, the better it keeps the pressure off your upper body. Cruise control including speed limiter now makes the journey easier as standard. The height of the new four-eyed LED headlights can be adjusted using a single, easily accessible screw below the TFT display.
Conclusion: In terms of its conceptual mix, the Ténéré 700 World Raid is currently unrivaled in its class and alone in the field. It is damn close to the egg-laying wool-milk sow, to which it ultimately lacks a dash of sporty liveliness. However, this was deliberately never in the specifications during development. And the seat height of 89 centimetres also stands in the way. Despite the slightly reduced crotch spread, it is likely to be a knock-out criterion for many riders, as there is no room for a lower bench. The only way to get further down is to lower the seat, although this would probably distort the character of the motorcycle somewhat. With a little practice, however, even short-legged riders can usually find a way to get a reasonably secure stance. For this reason alone, however, a test ride should precede a purchase decision. In all other respects, you can't go wrong with the World Raid. (aum)
Data Yamaha Ténéré 700 World Raid
Drive: R2, 689 ccm, chain, 6 gears
Power: 54 kW / 73 hp at 9000 rpm
Max. Torque: 68 Nm at 6500 rpm
Top speed: 181 km/h
Acceleration 0-100 km/h: n/a A.
Tank capacity: 23 liters
Seat height: 890 mm
Weight: 220 kg (ready to ride)
Standard consumption: 4.3 l/100 km
CO2 emissions: 100 g/km
Test consumption: 4.6 l/100 km
Tires: 90/90-21 (f.), 150/70-18 (h.)
Price: 13,699 euros
More info for topic: Yamaha Ténéré
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