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The middleweight ADV class is split into two periods: before the Ténéré 700 and after the Ténéré 700. When Yamaha barged into the segment in 2021, it snubbed high-tech rider aids espoused by KTM’s 790 Adventure and Triumph’s Tiger 900. Whether it’s because of or in spite of that simplicity, the T7 remains the measuring stick whereby all middleweight entrants are judged.
That’s far from the Ténéré’s only desirable attribute. A combination of off-road pedigree, bang-for-buck value, and neo-Dakar styling drives the platform’s unmatched popularity. This all despite Team Blue rolling out the same model (in updated paint and graphics) year after year. That is until 2024.
With new threats like Honda’s XL750 Transalp and Suzuki’s V-Strom 800DE gunning for the T7’s enviable position, the time finally arrived for the Iwata factory to modernize its minimalist adventurer. Opting to play more defense than offense, Yamaha’s changes only amount to select tech upgrades on the 2024 Ténéré 700.
What’s new?
The brand’s CP2 cross-plane parallel twin is highly regarded for two qualities: a torque-rich delivery and a bellowing exhaust note. None of that changes in 2024. The mill’s 72 peak horsepower (at 8,000 rpm) and 50 foot-pounds of maximum torque (at 6,600 rpm) won’t blow your wig back, but it provides more giggles per mile than its 692 cc volume suggests. Add to that an accessory quickshifter — which the T7 now comes equipped to accept from the factory — and the CP2 is only that much spicier.
Customers should read the fine print, though. With the trusty twin still relying on a good old-fashioned cable throttle, the latest Ténéré only offers clutchless upshifts. Don’t expect the smoothest gear engagement, either. Under committed acceleration, the quickshifter climbs up the gearbox with fluidity. Short-shifting or changing gears at neutral throttle results in the opposite effect, sending the Ténéré jolting forward like a kicked cocker spaniel. Downshifts aren’t any less abrupt, thanks to the lack of a slipper and assist clutch.
I should specify that those foibles were most prominent on the road. In the dirt, feathering or slipping the clutch oftentimes steadied the T7’s grabby gearbox. The quickshifter also proved more of a “nice-to-have” in that environment, allowing for the occasional clutchless upshift when the trail warranted.
If off-road friendliness is what you’re after, another new feature is tailor-made for life off the beaten path: Off-Road ABS. The original Ténéré 700 came standard with switchable ABS. Before trekking onto the trail, users simply long-pressed the dedicated button on the LCD dash, and presto, ABS was deactivated. There was only one catch: The feature turned off ABS at both ends. The 2024 model now offers rear-only deactivation, which leaves front-wheel ABS active for panic-induced lever grabs.
With three options available, selecting an ABS mode now requires a few extra steps. Riders now navigate the new TFT interface with a scroll wheel at the right switchgear. A few rolls and presses later, and the Ténéré is ready for some wheel-sliding fun. Well, as long as you don’t hit the kill switch.
That’s right, the bike doesn’t just reset ABS every time the user cycles the key. It also reverts to the on-road setting with each flip of the kill switch. Out on the trail, revisiting the ABS pane at each stop quickly grew cumbersome. In one instance, I pulled over to help a fellow rider push his bike out of a loose rock pile. Upon returning to my bike, I fired it up and peeled away — only to find that I forgot to switch off ABS a quarter-mile down the trail. No good deed goes unpunished, indeed.
To foil Yamaha’s automated safety settings, our group formed the habit of stalling the engine at each waypoint. Stopping for a quick refreshment? Pulling over to take in the view? Just dump the clutch. Doing so saves the current ABS mode, bypassing another tiresome dance through the submenus.
While working around the Ténéré’s failsafe is possible, customers shouldn’t have to. There’s no reason a 2024 model should still suffer from such a rudimentary issue, especially when nearly all of its competitors have figured out a feasible solution. Purposefully stalling a modern motorcycle to trick its electronics is downright counterintuitive, and seems worthy of Yamaha’s attention in future go-arounds. (And with that, thanks for coming to my TED Talk. Rant over. Woosah.)
Those tricky tech tendencies aside, each ABS mode works as expected. In essence, Yamaha only added one additional option to the T7’s ABS menu, but it makes a significant difference to dirt-curious riders. Reassured that the front won’t tuck under sudden braking, noobies can develop their skills with a simple safety net in place. Such preparations position the Ténéré 700 as an option for off-road beginners, a category in which I still place myself.
Don’t lose your good thing
Seeing as Yamaha kept the Ténéré 700 mechanically identical in 2024, there’s hardly anything I can say that hasn’t already been said by more qualified riders. At least when it comes to the model’s performance, anyhow. As a street rider increasingly dabbling in the dirt, I was more concerned with confirming — or dispelling — everything I heard about the T7 for myself.
Rumor has it the Ténéré is tall. And that, it is. Thanks to its 34.4-inch seat height, I often flamingoed every stop, leaving one boot on the foot peg and the other planted on terra firma. At five feet, 10 inches (with a 32-inch inseam), the balls of my feet reached the ground on either side, but I preferred the stability provided by one level foot. Those of similar or shorter stature will probably feel the same, especially when considering the model’s lofty weight distribution.
As most keyboard warriors will tell you, the Ténéré is top-heavy. What forum posters rarely mention is that quality is much less pronounced when the bike is in motion. Even in low-gear, technical terrain, the T7 felt more manageable than any middleweight ADV I’d ever ridden. That doesn’t mean it isn’t top-heavy. It is, without a doubt, just not to the extent that I assumed.
Now, I know what you’re saying, there’s no judging the Ténéré 700 top-heaviness without picking it up. Worry not, reader, dropping adventure bikes is my specialty. Let me set the scene. It was the last photo stop of the dirt section. I passed the final staging area, headed for the turnaround point a quarter-mile up the hill when a truck appeared from around a corner. I scrubbed off speed to successfully sneak by the pickup. Easy enough. Or so I thought.
With my momentum killed and a rock situated under my front wheel, the T7 had only one way to go: dirtward. I nearly yelled timber on the way down. Without so much as dusting myself off, I sprung into action. Left hand on the handlebar, right hand on the tail piece, derrière against the seat, I hoisted the Ténéré upright in one quick motion. If I’m honest with myself, adrenaline played a big role in my T7 deadlift. Was it ultimately lighter than I anticipated? Yes. Would I recommend owners skipping leg day? By no means.
However, the Ténéré 700 did live up to expectations in one area, namely off-road capability. Out of all the Common Tread staffers, I probably have the least off-road experience. And that’s by a long shot. I don’t know how to power slide around corners, wheelie over water bars, or send a full-sized ADV off a jump. What I do know is when a bike gives me confidence (I so rarely have it off-road), and the T7 does that in spades.
Whether barreling into loose sand or trudging through rock gardens, Yamaha’s fabled ADV made light work of practically every obstacle in its way. When I lost my composure, the T7 never did. Each rear step-out and front-wheel deflection were no more than minor inconveniences to the stripped-down adventurer. It simply realigned its wheels and carried on with its business. After spending a day aboard the towering Ténéré, I understand why Yamaha didn’t mess with its good thing this time around.
Too little, too late?
Yamaha’s middleweight ADV has never claimed the utmost performance in the class. It’s far from the most technologically advanced, and with the new Transalp arriving with a sub-$10,000 MSRP, it’s no longer the cheapest option, either. So, what will keep customers coming back to the Ténéré 700? Bluetooth connectivity? Highly unlikely. A five-inch TFT? Doubtful. Off-road ABS? Maybe.
In short, the model’s 2024 updates won’t fill current owners with buyer’s remorse. At the same time, they do broaden Ténéré’s appeal (even if it’s ever so slightly). Starting at $10,799, the platform still presents value and simplicity in a tech-laden field. It's still less expensive than more dirt-worthy competitors and more dirt-worthy than the less expensive Transalp. From its CP2 engine to its highly adjustable KYB suspension, the T7 remains greater than the sum of its parts. It’s the that je ne sais quoi that keeps the Ténéré a top contender in the category — for now, at least.
| 2024 Yamaha Ténéré 700 | |
|---|---|
| Price (MSRP) | $10,799 |
| Engine | 689 cc liquid-cooled, eight-valve parallel twin |
|
Transmission, final drive |
Six-speed, chain |
| Claimed horsepower | 72 @ 8,000 rpm |
| Claimed torque | 50 foot-pounds @ 6,600 rpm |
| Frame | Perimeter steel |
| Front suspension | KYB 43 mm fork, adjustable for compression and rebound damping; 8.3 inches of travel |
| Rear suspension | KYB shock adjustable for spring preload (with remote adjuster), compression, and rebound damping; 7.9 inches of travel |
| Front brake | Dual Brembo twin-piston floating calipers, 282 mm front discs with switchable ABS |
| Rear brake | Brembo single-piston caliper, 245 mm disc with switchable ABS |
| Rake, trail | 27.0 degrees, 4.1 inches |
| Wheelbase | 62.8 inches |
| Seat height | 34.4 inches |
| Fuel capacity | 4.2 gallons |
| Tires | Pirelli Scorpion Rally STR 90/90R21 front, 150/70R18 rear |
| Claimed weight | 452 pounds |
| Available | Now |
| Warranty | 12 months |
| More info | yamahamotorsports.com |
