When Yamaha Canada announced back in early January that a revised 2014 Super Ténéré, accompanied by a Super Ténéré ES model, was coming to market, it left open the question whether the United States would do the same. We now know that Yamaha U.S. will also offer the revised 2014 Super Ténéré and Super Ténéré ES.
You can look back at our article on the Canadian model for all the details, but here is the quick summary. The 2014 Super Ténéré receives a small bump in horsepower and torque (an additional 2 horsepower and 1.5 foot/pounds of torque), and, according to Yamaha, a significantly different engine character. A revised windscreen is easily adjustable without tools, the handlebar position is higher and closer, and the bike features a new information display. Both the Standard and the ES model feature cruise control. Finally, turn signals are now LED units.
The Super Ténéré ES additionally features heated grips, and the headline item, electronically controlled suspension, which allows the rider to select among 84 possible combinations of preload and damping, both front and rear.
The Standard 2014 model is priced at $15,090, while the Super Ténéré ES is $16,190. Both models should be available in April of this year.
Here is the press release from Yamaha on the revised 2014 Super Ténéré standard model.
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The Super Ténéré is built for adventure, with an exceptionally compact 1199cc parallel twin with a unique 270° crank for excellent torque and traction. Engine mass is kept low for excellent handling. Narrow 2-cylinder inline engine is slim and compact for carving tight lines in twisty mountain roads.
Wide-ratio 6-speed transmission has the right gear, whether on the open highway or off-road.
Twin downdraft fuel injection with YCC-T® (Yamaha Chip Controlled Throttle) delivers optimum throttle control and acceleration. Two-position “D-Mode” (Drive Mode) throttle-response mapping for rider preference.
Traction control lets the rider get on the gas with more confidence. This very advanced system regulates ignition timing, fuel injection and throttle valve openings based on wheel spin providing a smooth response that is not abrupt like the competitions systems. Three modes available to match rider preference, including off.
Super Ténéré has both an Antilock Braking System (ABS) and Unified Braking System (UBS). With UBS, squeezing the front brake alone also provides some rear-wheel braking; pressing the rear brake first overrides UBS for traditional separate front and rear braking action.
Whether riding across town or crossing a continent, rider comfort and convenience are important. Super Ténéré delivers, with an adjustable seat height and windshield, tunable front and rear suspension, low-maintenance shaft drive, and more.
Multi-function carrier system on back is ready for optional luggage and touring accessories.
NEW FOR 2014:
For 2014, the 1199cc twin enjoys a modest increase in horsepower and torque that makes for even more exciting engine character with more pulling power. The adjustments also result in stronger and smoother acceleration.
Drive Mode has been adjusted to provide more disparity between the T setting and the S setting.
The windscreen has been redesigned to provide superior wind protection, less wind noise and the height adjustment is quick and easy without the use of tools.
The handlebar position has been adjusted to move 10mm closer to the rider and 10mm higher which enhances rider comfort for a broad range of riders.
A new meter displays rider information in a very clear format that is easy to operate and easy to read.
The turn signals are LED adding to the overall visual appeal of the motorcycle.
ENGINE
The 1199cc parallel twin liquid-cooled engine features a unique 270° crank for superior traction because both pistons fire so closely together. It’s almost like having a big-bore thumper without the uncomfortable vibration.
Compact engine design uses a dry-sump oil supply inside the crankcase, and side-mounted radiator for surprising narrowness.
8-valve cylinder head optimizes the fuel charge for spirited performance. The cylinder head cover is ultra-lightweight magnesium to help centralize mass.
A two-axis primary balancer smoothes out engine vibration for all-day riding comfort.
Forged aluminum pistons and carburized connecting rods for durability and performance.
Downdraft twin bore fuel injection system with 12-hole injectors is tuned for off-road adventures, and is equally at home on long stretches of open highway.
Proven YCC-T fly-by-wire technology allows for an advance traction control system, which regulates ignition timing, fuel injection volume and throttle valve opening based on rear wheel spin. Three rider-selected modes are available to match conditions and the rider’s preference.
Yamaha D-Mode has two settings: “T-mode” for Touring and general riding, giving a softer response; “S-mode” for Sport riding when the rider wants the most performance possible. These settings have been revised for 2014.
Wide-ratio 6-speed transmission has gear ratios optimized for everything from slow dirt roads to higher speed sport riding.
The low-maintenance shaft drive is clean and reliable with a compact rear axle gear case thanks to its hypoid gear design.
CHASSIS/SUSPENSION
The steel frame is designed to reduce rider fatigue during long rides. Using a steel main frame offers the best balance of strength and flexibility, one good at absorbing jolts from uneven road surfaces.
The engine is a stressed member of the frame. Locating the crankshaft low and close the foot pegs gives the bike a remarkably light feel, even off road.
The ABS and Unified Brake System (UBS) work together to help prevent wheel lock during braking. This system allows the rider to operate front and rear brakes together by simply pulling the front brake lever, especially helpful when riding while standing on the pegs. Applying the rear brake first overrides UBS to provide traditional separate front and rear brake control.
Adjustable preload suspension allows the rider to adjust for varying loads or a passenger. The forks are compression and rebound adjustable and the rear shock is rebound-damping adjustable as well.
A generous 6-gallon fuel tank allows for long touring with less down time for fill-ups.
The Super Ténéré comes equipped with an adjustable windshield and seat height. One inch of seat height adjustment provides a low height for shorter riders or a roomier riding position for taller riders in the high position.
Front and rear hydraulic discs are both wave-type for great performance on or off road.
The grooved foot pegs show Yamaha’s attention to detail. While the rider is seated, rubber cushions provide excellent comfort. When the rider stands to tackle more technical riding conditions, the rubber compresses, letting the rider’s boots contact the metal foot peg surface.
ADDITIONAL FEATURES
Handlebar brush guards are standard equipment.
The optional flexible luggage system design has three possible set-ups: standard with no top case/side bags, top case installed, or side cases installed. Genuine Yamaha top case and side cases designed for adventure touring are available as accessories. These accessories were included during the design of the motorcycle so as to enhance the look of the bike.
Body components help direct cooling airflow to critical areas of the bike.
Both side stand and center stand are provided for complete parking convenience.
LED turn indicators
AVAILABLE ACCESSORIES
Visit yamahapartsandaccessories.com.
SPECIFICATIONS
| Model | XT1200Z |
| Engine Type | 1199cc, liquid-cooled, 4-stroke 2-cylinder DOHC |
| Bore x Stroke | 98.0 x 79.5mm |
| Compression Ratio | 11.0:1 |
| Fuel Delivery | Fuel Injection with YCC-T |
| Ignition | TCI: Transistor Controlled Ignition |
| Transmission | Constant mesh; 6-speed |
| Final Drive | Shaft |
| Suspension/Front | Telescopic fork, 43mm tube, adjustable preload, compression and rebound damping, 7.5-in travel |
| Suspension/Rear | Monoshock, adjustable preload and rebound damping, 7.5-in travel |
| Brakes/Front | Dual 310mm hydraulic disc, ABS/Unified Brake System |
| Brakes/Rear | 282mm single disc |
| Tires/Front | 110/80R19M/C 59V |
| Tires/Rear | 150/70R17M/C 69V |
| L x W x H | 88.8 x 38.6 x 55.5 in |
| Seat Height | 33.3 or 34.3 in |
| Wheelbase | 60.6 in |
| Rake (Caster Angle) | 28.0º |
| Trail | 5 in |
| Fuel Capacity | 6.0 gal |
| *Est. Fuel Economy | 40 mpg |
| **Wet Weight | 578 lb. |
| Color | Team Yamaha Blue; Matte Grey/Matte Black |
Nice bike but to expensive in this economy. Would rather have the 660 tenere. Smaller, cheaper and for some reason not available in north America.
Not available because it is not cheap.
I nominate the 2014 Super Tenere: 2005 Adventure Bike of the Year
To beak or not to beak? Is that really the question?
I have 25000 miles on my 2012 with a full system & PCV with custom map. Compared to my Ktm 990 and 205 hp ZX-14 this bikes does great zero to 85. After that speed it still accelerates but not with a ton of neck snapping speed. It is wonderful on twisty roads, great on the highway, and very good blasting done a fire road. I can own just about any bike on the market but I plan on keeping my 2012 a few more years.
Yamaha has made a great bike and I would rather own it than. BMW , KTM, Ducati, or Triumph.
I can’t use 150hp on my adventure bike without going to jail.
I sat on a 1190 Adv and then jumped on a Super 10. I liked the position of the Super 10 better and the scallops in the tank fit my 36″ inseam legs well. I don’t mind a chain final drive as I’ve experienced 3 shaft failures over the years but the Super 10 seems to have it perfected. I’m a bit of a lazy bastard, so all of those spokes makes me wonder how I’m going to get them clean, give me cast wheels/spokes. I know the horsepower junkies like big numbers but most of us really don’t care. I defiantly like the Yamaha dealer network cuz I know I can find one no matter if I’m in Cowpie Dakota or One Sheep Montana.
These have a great riding position. I assume the engine makeover got rid of the annoying rough spot during acceleration. With the electronic cruise, had this bike been revised a year sooner, I may have had one.
Unfortunately, there isn’t as great of a price advantage over the high end competitors as with the prior model but it is still a lot of features for the money.
As for horsepower, the old model felt fine until doing a same day comparison with a GS or Triumph Explorer. While this certainly has enough horsepower, when compared side by side it was a pretty noticable difference.
There is certainly a lot of value in the Yamaha build quality, and that’s worth a lot.
Now here’s one for you, looking at it and all the talk of a beak now makes it look like its has been clipped off! Oh my oh my!
Might be a little pricey. I bet with full luggage it is over $18k. Still $3k cheaper than a BMW though. I do like the look of this bike though. No beak for me.
I probably will ever tide off road with it but the position is very comfortable for a larger person. I am 6’4 and 250 and most bikes seem just too small.
I do like the new dash and really need cruise control.
Yamaha should have put this bike on a major diet.
Why is this bike worth almost 25% more than the V-strom or almost 100% more than the FZ09?
Shaft drive, bigger motor, etc… it is more bike than the Vstrom1000, if you want more than the 1000.
Odd that a bike with Shaft drive comes standard with a Center Stand, but most Chain bikes do not!!
Not sure why you’d want this when you can get the excellent KTM 1190 Adventure for similar money…
Larger dealer network.
Lower service cost.
Shaft drive (If you like that kind of thing).
Reliable as a rock.
Why do we need more hp you ask???
Because I want it that’s why.
My new concours has 170 at the crank and wish it had more.
My v2 aprilia tuono needed more
If you don’t want our need more hp don’t knock those who want/need it.
The new ktm w big hp changed the game and close to the same price
+ 1
if you think More is Better – go get it! and everyone else just STHU
usually people want their beak made smaller.
It’s a parallel 2 cylinder engine and over 88 hp is nothing to laugh about.
Only 2 additional hp. That’s one of my big complaints about the bike, for it’s weight it’s underpowered compared to the competition. It weighs more than any other adventure tourer (at least in it’s old form) and made far less power. Something like 88 rw hp in stock form (old model). How can you have a 1200cc liquid cooled 4 cyl motor making 88 hp without making 90 ft. lbs (I recall it was around 65)?
I’m not a horsepower nut, I’d be fine with 110 at the rear wheel for this bike, but for that kind of money it what it had isn’t enough.
Really? Why do you need 110+ hp in an adventure bike? like in adventure of touching a civilized road for 10% of time?? I don’t but do you have the experience to use that kind of power?
What if instead of what you ask it’s reliable?
Maybe it does not need maintenance that often (will check later figures somewhere on the internet)?
Maybe it’s not that picky on whatever conditions you may find in your “adventure”.
Or maybe it’s an overpriced piece of crud…..
Now if your adventure is on the road probably the ktm adventure or multistrada will do better right?
The price it’s another story, probably that kind of money is better spent on a BMW.
It’s a twin, not a 4 cyl.
Yeah…It is just another plain ol’ motorcyle. Until you ride it that is. Best I’ve owned. Certainly better, less expensive, and more reliable than a bmw; then again, what’s not?
Ouch, that hit close to home. Sold my GSA last year. I’ll be looking at the new DL1000 before the Yamaha.
I think I would save an extra 2000 bucks and buy the BMW Adventure. It has more engine protection plus the beak.
It appears still no switch to turn off the abs for off road. You think that would have been a top priority given every article written about the last gen Tenere complained about it.
I think that only motojournalists care about that feature, not your typical buyer. The hardcore among us will just build our own switch or pull the fuse.
For what it is worth, every article I read also stated that the Super Ten’s ABS seemed to work well in the dirt.
I personally do not like unified braking systems either. And yes I would ride off the road so ABS an UBS would be a problem for me.
automatically disqualified – ADV Bike with no beak
seems like a small price to pay for EC Suspension!
It doesn’t have a beak… It’s not even a real adventure bike. Just a plain ol’ motorcycle.
LOL, and no phony movie made about either, can’t be a real adventure bike.
If you refer to “Long Way ‘Round,” that’s blasphemy! That’s a stellar flick, amongst the best ever non-fiction MC movies.