WHICH IS BEST FOR YOU?
Ténéré 700 v Tracer 700 v MT-07
No engine configuration has had such a prolific turnaround in fortunes, popularity and success as the humble parallel twin. From backbone of the British bike industry in the mid 20th century, to virtually extinct by the early 2000s, to now powering every conceivable shape, style and flavour of machine. Perhaps its most popular manifestation is Yamaha’s 689cc design. Debuting in the 2014 MT-07, the motor’s feisty delivery powered the naked on to become Yamaha’s most-bought bike across Europe and, according to the firm, “one of Yamaha’s best-selling bikes of all
time”. That covers a remarkable amount of ground.
In the five years since its arrival, Yamaha have repurposed the motor in the retro-styled XSR700 and the taller, more practical Tracer 700. But its biggest challenge yet is in powering the long-awaited Ténéré 700. Is this middleweight motor ready to carry the weight of one of Yamaha’s most beloved legacies on its shoulders?
Today we’re leaving the Ténéré’s dirty side behind to focus entirely on how it performs as a road bike. As a measuring stick we’ve brought along two other models powered by the same motor to see how close the Ténéré gets to the standards they’ve set. Does it offer as much fun as the MT-07 and is it as useable and useful as the Tracer?
Setting off from the MCN250’s start line on the MT-07, it takes mere minutes to be reminded what all the fuss is about. Opening the throttle hard unleashes a bonkers, addictive, cackling hyena of a bike – a compact, densely-packed bundle of eagerness and enthusiasm. Thrumming briskly through short gearing, a pleasingly plump torque curve and pushing along just 182kg, the MT’s motor propels the waferslim roadster onwards and, in the first two gears, upwards as well. Drive hard from low speed and you can feel the bike rock backwards as those simple damper-rod forks extend and the soft shock squishes. This weight transfer all adds to the drama, enhancing the sensation that you’re being fired forward with force; even though it’s all happening at relatively sensible speeds. No wonder these sell by the boatload. It’s all hilarious fun, but for an
‘The Ténéré has the best ride quality by a huge margin’
experienced rider there’s also a sense of something a little frivolous and toy-like about the MT-07. It’s a physically small machine for a full-size rider, while the basic suspension, fiddly switchgear and aggressive mutant-robot styling don’t exactly scream sophistication. The MT might have been updated and improved last year with firmer springs, more damping and a cosmetic overhaul, but it continues to carry the air of a young person’s plaything – an RD250LC for the Tinder generation.
On bumpier roads the ride quality falls apart, and when you try to push on along tight and twisty roads its tail-heavy balance robs cornering commitment. “The front end feels very remote,” reckons fellow tester Simon Hargreaves. “There’s almost nothing in front of you on the MT-07; just clocks and that’s it. It’s like Yamaha built it as a unicycle and then bolted some narrow bars on later as a bit of an afterthought.” On paper the Tracer 700 looks like a more complete package. Essentially it’s an MT sitting on taller suspension, with a longer swingarm, a half-fairing and a larger fuel tank. Instantly you notice its taller, wider handlebar pushing you into a more upright riding position, the higher saddle giving a greater sense of substance and the adjustable windscreen suggesting some long-distance ability.
It all feels a bit more relaxed, less hunkered forwards over the LCD dash and generally in less of a hurry. For 2019 a GT version added a pair of 20-litre hard panniers, a
‘The MT-07 is an RD250LC for the Tinder generation’
comfort seat and a taller screen from Yamaha’s accessory catalogue. All very sensible.
But the practicality makeover isn’t a complete success. Our test bike has that same touring screen fitted, and while it does reduce windblast the Tracer also proves far noisier at speed than the naked MT-07. On the M40 the Tracer’s turbulence becomes infuriating – it’s worse than no wind protection at all. Otherwise the Tracer largely achieves what it set out to, offering an easier-to-live-with version of the MT-07, while sacrificing a slice of the original’s raw hooligan character. When the MT’s fuel gauge flashes at 135 miles, the Tracer still has three litres to spare. Its suspension feels a whisker more composed than the MT’s, and the ride quality is better. The one-piece, split-level seat’s additional height gives more legroom than the MT, its pillion perch looks more generous, and its swingarm even has threads for paddock-stand bobbins to make home maintenance easier (a detail absent on the MT).
But climbing (literally) aboard the Ténéré reveals a huge leap forwards in overall sense of quality, class and composure. “The Ténéré’s plush
‘The Ténéré reveals a huge leap in quality, class and composure’
suspension clearly surpasses the Tracer’s,” reckons Bruce. “Of the three, the Ténéré’s suspension is the one best-suited to British roads.” Simon nods in agreement. “You look at its big wheels, long springs and skinny tyres and figure the Ténéré 700 should feel more spindly and vague than the other two, but it’s the opposite: it’s more planted and more secure.”
With its extra length and weight,
‘The Ténéré’s suspension is best-suited to British roads’
the Ténéré needs more steering input than the other two bikes; it certainly can’t flick-flack from side to side with the MT’s instant ease. Its two-piston brakes need a slightly firmer squeeze too. There’s also a small step-down in engine volume and vibrations aboard the Ténéré: where the MT-07 barks loudly, proudly pulsing its combustion through to the rider, the Ténéré has a softer, smoother sensation. But it doesn’t fall short of the Tracer when it comes to practicality. The Ténéré’s wind protection is far better; that small, fixed windscreen offering a quieter and more welcoming shelter. Its handguards are worthy of the name, rather than the Tracer’s mostly cosmetic blades. And the Ténéré also offers the highest payload rating, the best bungee points, and is the only bike here to come with an optional centrestand.
“It’s extraordinary how bikes built from the same platform can feel so different,” says Simon. “I know that jumping from the MT to the Ténéré is comparing bikes from opposite ends of the spectrum, but after riding the MT-07 or Tracer, the Ténéré feels like the more composed and complete road bike.”