2024 Yamaha Ténéré 700 First Ride Review

Hugh Janus · December 29, 2023

Adventure comes in all shapes, sizes, and environments, but Yamaha’s narrow and agile Ténéré 700 is most at home in the dirt. (Yamaha/)

Scrolling through the Yamaha Ténéré 700′s dash tells you everything you need to know about the bike. There aren’t layers of submenus, power modes, or customizable rider modes to navigate. This is about as uncomplicated a motorcycle as you can get in 2024, and Yamaha wouldn’t have it any other way.

Yamaha would, however, like to keep wandering eyes away from the plethora of new models that’ve rolled onto the middleweight adventure bike scene and threatened the T7′s title as sales leader in the 651–900cc adventure category. The solution? A short list of updates, including a 5-inch TFT display, LED turn signals, and revamped ABS settings.

That, folks, is called keeping it simple.

About the Bike

Referred to as a “lightweight, go-anywhere adventure motorcycle,” the Ténéré 700 is powered by the versatile, 689cc parallel-twin engine that debuted in the 2014 FZ-07 and is now used across MT-07, R7, and Ténéré 700 platforms, but with model-specific tunes. Our 2021 Ténéré 700 testbike made 64 hp and 44 lb.-ft. of torque when strapped to the Cycle World dyno, and given there are no performance-oriented changes for 2024, you can expect similar numbers here.

For comparison sake, Aprilia’s Tuareg 660 made 70 hp and 44 lb.-ft. of torque when strapped to the same dyno, whereas the larger-displacement Suzuki V-Strom 800DE made 72 hp and 50 lb.-ft. of torque. Honda’s all-new Transalp made a very similar 71 hp and 47 lb.-ft. of torque.

Related: How Much Power Does the 2023 Yamaha Ténéré 700 Make?

The 2024 Ténéré 700 is available in Team Yamaha Blue and Shadow Gray. MSRP is $10,799. (Yamaha/)

A steel frame is used, and is unique in that its lower rails can be removed in the case that you need to drop the engine or have damaged them off-road. Fully adjustable KYB suspension is tuned to keep things under control and make sure the latter doesn’t happen, but also with a recognition that adventure bikes spend a decent amount of time on the street. Consider it a happy middle ground.

Yamaha says weight bias and geometry are intended to make the T7 feel more like a large enduro bike than a streetbike that occasionally goes off-road. The only place you really see this is in the smaller trail number (4.1 inches), as many of the other measurements are quite close to what’s used on the Tuareg 660, V-Strom 800DE, and Transalp. Interestingly, the T7 has a longer wheelbase (62.8 inches) and taller seat height (34.4 inches) than the competition.

The OE wire harness is updated to accept Yamaha’s accessory quickshifter ($199.99). Notice the low seat profile. Seat height is still a rather tall 34.4 inches. (Yamaha/)

The 4.2-gallon fuel tank is 0.3 to 1.1 gallons smaller than anything else in the class, but the bike does have a small weight advantage, with only the Tuareg 660 coming close to the Yamaha’s sub-460-pound figure.

The Ténéré's brake package consists of Brembo calipers biting on dual 282mm front discs and a single 245mm rear disc. Pirelli Scorpion Rally STR tires come standard and are mounted with tubes for easier trailside repairs.

Pirelli Scorpion Rally STR tires offer impressive amounts of grip in the dirt, but still with great feel on the pavement. They are, however, a bit loud at highway speeds. The front fender is height-adjustable, for when you change tires or are riding in muddy conditions and mud starts to pack around the tire. (Yamaha/)

ABS has always been there but now has three settings: ABS On, ABS Off, and Rear ABS Off (front ABS stays on). The system, and other important information, is managed through a vertical, rally-inspired TFT dash that’s immensely more attractive than the outgoing LCD display. Two readout types are available: Street and Explorer. Yamaha’s Y-Connect app allows you to connect your smartphone to the bike for phone notifications and to check things like fuel consumption history. There’s no map feature, unfortunately.

In other electronic news, the wire harness has been updated to easily accept Yamaha’s accessory quickshifter ($199.99). Conveniently, Yamaha mounted one up ahead of our first outing on the T7.

A tall, narrow front cowl gives the Ténéré 700 a rally-inspired look. There’s not a lot of wind protection from the fixed windscreen, but it’s nicely positioned out of your way when riding off-road. (Yamaha/)

Hitting the Road

Throw a leg over the Ténéré 700 and you’ll notice a substantial dip at the front of the stock, two-piece seat, which helps shorter riders find the ground when coming to a stop on uneven terrain but also closes up the footpeg-to-seat gap for taller riders. Yamaha’s optional, one-piece rally seat ($219.99) sits 1.6 inches taller for added comfort and was also installed on our bike. Worth it? Absolutely, especially if you’re over 6 feet tall and have longer legs. The flat structure and supportive foam offer more long-range comfort too.

Don’t confuse the T7 for a long-range touring bike though. The narrow, rally-inspired front fairing and relatively short, nonadjustable windscreen are purposely minimal so that they don’t interfere in out-of-the-seat off-road riding. That equates to less wind protection while cruising down the highway, and some helmet buffeting. That buffeting is especially noticeable for taller riders (this rider is 6-foot-3), and when wearing an adventure helmet.

Related: Yamaha Europe Unveils Two New Ténéré 700 Variants

The Ténéré 700’s lightweight, nimble handling helps with carving up backroads just as much as it does in hunting for a preferred line in technical off-road riding. (Yamaha/)

Backroads and city streets are a different story thanks to the bike’s narrow, lightweight dimensions, which help when cutting through traffic or carving up winding sections of asphalt. Hard to argue with the tractable CP2 engine in these situations. The powerplant feels right at home on the street thanks to torquey but quick-revving character that helps with leaving stoplights or jumping off tight corners. The only real fly in the ointment is a stiff clutch pull that lacks feel at the engagement point. This is where Yamaha’s simple, straightforward build is still readily apparent.

Yamaha’s 689cc parallel-twin engine might not make as much power as the middleweight ADV competition, but low-end torque means it’s tons of fun and plenty practical in tight, technical riding. (Yamaha/)

The 5-inch TFT display offsets some of that perceived rawness and offers a crystal clear, but modern look for pertinent information. Given the limited rider-aid options to navigate, you’ll never get lost in submenus. We do wish that your selected ABS settings remained when the bike was turned off; regardless of how easy it is to navigate the new dash, it’s a pain going in and selecting your preferred setting every time you shut the bike off.

All of this is to say that the T7 works well on the paved backroads that connect your favorite dirt roads, or in quick stints around town where bigger adventure bikes might feel out of place. But also that it’s not the best option for the long-haul rider whose adventure will include multiple days on the open highway. Yamaha has the Super Ténéré ES for that.

A 5-inch TFT dash is vertical to drive home the rally-inspired design theme. Street (left) and Explorer (right) themes change how the information is displayed. Yamaha Y-Connect app enables smartphone connectivity. (Yamaha/)

Onto the Dirt

Dipping the Ténéré 700′s Scorpion Rally STR tires into dirt tells a much different story. Whereas larger adventure bikes like to dance around underneath you and remind you that slow is fast, the T7 is totally fine with more aggressive inputs. You’re not suggesting where you want the bike to go, but actually steering it within a few inches of the intended line—with a legitimate sense of control no less. This is helpful in technical terrain as it allows you to pick and choose your line, avoiding rocks, deep crevices, or any other hazards you might come across on an adventure ride.

Yamaha says it avoided adding traction control to the Ténéré 700 because that’s one less thing that could fail when in remote locations, and because power delivery is so smooth that it’s not needed. The first claim seems questionable given the engineering prowess on display in the advanced (and reliable) electronic systems featured elsewhere in Yamaha’s lineup, namely on the new Tracer 9 GT+. The engine’s tractable nature does, however, make traction control seem more like a nicety than a requirement. Smooth power delivery allows the tire to bite into the dirt, and without any big jumps in power the tire never steps out without warning.

Ergonomics are great for up-out-of-the-saddle off-road riding. (Yamaha/)

There’s an argument for keeping cost and complexity down, but Honda’s less-expensive Transalp ($9,999) is proof that it’s possible to find a happy middle ground. The extra safety net would offer newer adventure riders a better sense of security, while also lending a helping hand in tricky conditions.

We’ll also say that, while the more expansive ABS settings offer better adjustability, the system isn’t refined enough for aggressive off-road use. Front ABS activates early and often in the dirt, which causes the front brake lever to go stiff and initiates pucker moments. We turned the system off completely for best results, and again, the problem is having to reselect the preferred setting once the bike has been turned off.

The right handlebar switch is new for 2024, as is the ABS software. There are now three settings: ABS On, Rear ABS Off, and ABS Off. Tap the switch once to highlight the preferred mode, then hold to confirm the setting. Unfortunately, ABS reverts to on whenever the bike shuts off. (Yamaha/)

Speaking of systems off and aggressive off-road riding, we were lucky enough to ride alongside Damon Bradshaw and Ryan Villopoto for part of our day on the Ténéré 700. And while their skill level far exceeds the norm, it was incredible to see the T7′s true potential in the dirt. Bare bones as it might be, this is one of the most off-road-capable bikes in the middleweight adventure bike category.

Final Thoughts

In a lot of ways, the Ténéré 700 feels a lot like the bike Kawasaki and Honda fans asked about for years: a modern version of the venerable KLR650 or XR650L. It’s a simple, no-nonsense adventure bike that’s more big enduro than anything else.

Whether or not it’s the right bike for you boils down to a few key questions. Is off-road performance a priority, and how important is a full-featured rider-aid suite? If the answers are “yes” and “not very,” then the T7 is definitely worth looking at. It’s low cost, rally-inspired looks, and off-road potential are nothing to scoff at.

That new TFT display is easy on the eyes too. It really does tell you everything you need to know about this bike.

The ABS switch on the dash can only be used to turn ABS on. The USB outlet comes standard. (Yamaha/)

Yamaha’s flat, one-piece accessory rally seat ($219.99) is 1.6 inches taller. It offers more support and opens the rider triangle up for taller riders, while also allowing the rider to move around easier. (Yamaha/)

2024 Yamaha Ténéré 700 Specs

MSRP:	$10,799 ($11,219 as tested)
Engine:	DOHC, liquid-cooled parallel twin; 8 valves
Displacement:	689cc
Bore x Stroke:	80.0 x 68.6mm
Compression Ratio:	11.5:1
Transmission/Final Drive:	6-speed/chain
Fuel System:	Electronic fuel injection
Clutch:	Wet, multiple disc; cable actuation
Engine Management/Ignition:	Digital
Frame:	Double cradle steel tube
Front Suspension:	43mm KYB telescopic fork, fully adjustable; 8.3 in. travel
Rear Suspension:	Single KYB shock, preload and rebound adjustment; 7.9 in. travel
Front Brake:	4-piston calipers, dual 282mm discs (w/ ABS)
Rear Brake:	1-piston caliper, 245mm disc (w/ ABS)
Wheels, Front/Rear:	D.I.D spoked wheels w/ aluminum rims; 21 x 2.50 in. / 18 x 4.50 in.
Tires, Front/Rear:	Pirelli Scorpion Rally STR; 90/90-21 / 150/70-18
Rake/Trail:	27.0°/4.1 in.
Wheelbase:	62.8 in.
Ground Clearance:	9.4 in.
Seat Height:	34.4 in.
Fuel Capacity:	4.2 gal.
Claimed Wet Weight:	452 lb.
Contact:	yamahamotorsports.com