So they are the two most eagerly awaited bikes to ever hit the Adventure market. From the Austrian giant KTM – their all-new 790 Adventure and Adventure R promised to revelutionalise the sector, whereas for Yamaha, the Tenere 700 had to continue a proud heritage of a Bike first made in 1983. But put back to back – which should you buy KTM 790 Adventure or Yamaha Tenere 700?
Ride Expeditions matches the two contenders in a straight fight. There can only be one winner – or can there …
THE BASICS
YAMAHA TENERE 700
OK so to make any type of comparison between these two bikes, you have to understand where they both come from and what they were designed to do. The Yamaha Tenere 700 replaced the outgoing Tenere 660, albeit some three to four years after the 660 went out of production, and after a seemingly drawn out production process. Although the original Tenere was a pure off-road beast, by the time the 660 came out the Tenere had morphed into something completely different. It had gained weight and bulk and was more commonly seen out on the roads, and although some owners still got their Ten’ dirty, the Tenere had effectively become an adventure bike as we now understand them.
And the Tenere 700 continues that theme – the focus for the new bike was to appeal to adventure riders or those road riders that prefer the adventure layout, rather than those who were committed to 100% off-road. It’s where the market is right now and the bike is perfectly pitched.
KTM 790 ADVENTURE
So the KTM was an all-new concept and bike for the Austrian marque – although there were already adventure bikes and off road bikes in the company’s model range, the 790 was a ground-up development of a purpose built bike that could tackle some pretty extreme adventures with an off-road focus. But in a sense KTM hedged their bets a touch by releasing two versions of the same bike – the standard 790 Adventure and the more off-road focused 790 Adventure R. Oh and then they also released the 790 Adventure R Rally!
Of course this does mean that the 790 Adventure – whichever version – is perhaps in a class of one. This has the potential to be a massive advantage if the 790 is exactly what the market wants. However, if it’s not, then KTM may have invested a lot of time and effort to produce an excellent bike that has a limited appeal to the majority of buyers.
THE ENGINE
YAMAHA Tenere 700
So Yamaha had a bit of an advantage here as the motor used in the new Tenere was lifted straight from the massively successful and ultra reliable MT07. The CP2 – cross plane twin – motor is one of the standout features on the new bike and makes it instantly likeable whether on or off the road. There’s plenty of torque on tap, but on peak power the Yamaha’s 70 or so bhp on offer will disappoint those who are obsessed with big numbers. But most of those with a strong opinion won’t have actually ridden the bike, because if they had they’d have realised that the Tenere motor is so enjoyable to use that you soon forget about the numbers. Yes it’s not the same as a KTM 1290 – but who said it was ever trying to be!
The Tenere keeps things simple with the controls, using cable operated clutch and throttle, and has absolutely no electronic trickery, engine modes or traction control functions.
KTM 790 ADVENTURE R
So in a process that looks like parallel evolution, the KTM also has a parallel twin motor that is shared with a road based model. But KTM were quick to point out that the 790 motor was developed for both the 790 Duke and the 790 Adventure at the same time, with subtle differences between the two to reflect the intended function of both bikes. The 790 motor was designed to be as short and compact as possible to centralise the weight of the bike and offer both impressive ground clearance and a low seat height. Having sold proportionately less 790 Dukes than Yamaha has sold MT-07s, KTM have not had as long to establish conclusive reliability data, but in terms of performance the 790 is a punchy and powerful motor putting out 96 bhp – far more than the Yamaha. The R version develops peak power at lower revs.
The 790 uses electronic ‘ride by wire’ throttle, but a conventional cable clutch as it’s easier to fix in the middle of nowhere! Less easy to fix in the same location are the raft of electronics that control and moderate the impressive motor.
THE FRAME
YAMAHA TENERE 700
So while the motor might have been an easy win for Yamaha, the frame was anything but. Reading between the lines, getting the frame right for the bike may have been responsible for a lot of the time taken to finally bring the bike to market. The Tenere has a steel frame that arches over the top of the motor and uses the engine as a stressed member – those lower tubes are not structural in any way. There’s a triangulated subframe at the rear of the bike, but don’t think you are getting anything fancy and aluminium or bolted on – it’s welded, steel and simple. The swingarm has a decidedly old school look keeping with the no-frills approach
KTM 790 ADVENTURE
It’s quite curious that while Yamaha and KTM were working completely separately on their bikes in different parts of the world, the end results are very similar. The KTM uses a chromoly twin tube frame that goes over the top of the engine and uses the motor as a structural part. The bike does have a trellis-style bolt-on steel subframe which makes it far easier to replace if broken, or weld back together if your are out on an adventure
The KTM swingarm is a thing of beauty, with an open lattice construction with visible bracing bars, and runs on the outside of the frame, rather than inside the frame as in the Tenere.
THE DESIGN
YAMAHA TENERE 700
So keeping with the simple theme, there is very little unusual or innovative about the design of the Tenere. It’s got USD forks and monoshock linkage suspension, conventional layout twin motor, centrally mounted petrol tank, air filter directly under the seat with the battery and an underslung two-into-one exhaust that ends with a can on the right. The front plastics and radiator cowls lead into a top fairing that stays in place while the bars move.
In fact the only remarkable parts are the portrait mounted LCD display panel and the distinctive four light face. Otherwise the Tenere is a bike your grandfather would recognise and like.
KTM 790 ADVENTURE
The KTM 790 Adventure is a mix of conventional and groundbreaking technology. There’s the steel frame and USD forks, but it’s a linkless PDS rear shock to cut down on those moving and maintenance needing components. The exhaust is a two-into-one low slung pipe that snakes through the swing arm with a right side end can.
And then there’s that astounding new tank that drapes itself over the front of the bike, going all the way down to alongside the engine cases. The battery sits at the front of the seat in its own little compartment with the fuses, and the cassette air filter is way to the back of the under seat area. All plastics on the KTM are far more like an off-road bike than any road bike you’ve ever owned. And like the Yam – there’s a distinctive face.
LOOKING FOR SOME ADVENTURE IN YOUR LIFE?
THE SUSPENSION
YAMAHA TENERE 700
Given how basic and disappointing the suspension was on the 660 Tenere, then the 700 takes things to the next level. There’s a set of 43mm USD Kayabas that are adjustable for rebound and compression damping but not preload. At the rear there’s a single Kayaba shock with a linkage, which has adjustment for compression and rebound, and a turn wheel to alter the spring preload.
On the road, the suspension setup works extremely well, keeping the bike planted and stable even if you push the speed. OK it’s still got 210mm travel so it can’t match the feel of a dedicated road machine, but for most riders it’s spot on and all-day rideable.
Off the road it’s the same deal, with the stock set up delivering precise and confident handling, with the adjusters genuinely altering the ride to suit the conditions on and rider. But if you intend to take on extreme terrain at enduro speeds, it’s possible that you will find the limits of the Ten’s springers. However, if that’s what you intend to ride, maybe you bought the wrong bike anyway?
KTM 790 ADVENTURE
If there was one category that the KTM was ever going to excel over the Yamaha, it’s in the bouncy bits. As a bike dedicated to conquering extreme landscapes, the orange bikes have top notch equipment as standard. On the 790 Adventure there’s a set of 43mm open cartridge Apex forks adjustable for compression and rebound damping, matched to an Apex shock with similar adjustment and preload adjuster operating through a linkless PDS system. There’s 220mm of travel at both ends.
For the 790 Adventure R KTM has fitted components lifted from their enduro bikes, so there’s a set of 48mm USD Xplor forks with compression and rebound adjustment. At the rear is an Xplor shock with a remote reservoir from which compression and rebound can be adjusted, with a preload adjuster on the spring.. There’s more travel on the R too – with a massive 240mm at both ends.
On the blacktop, both bikes deliver a firm and confident ride, the suspension soaking up the scenery efficiently and giving great feedback. Of the two, the 790 Adventure is marginally more stable thanks to the lower stance, longer wheel base, shallower rake and lower suspension, but that’s not to say that the R can’t be hustled along with surprising pace!
Off the road, the tables are turned and it’s the 790 Adventure R that is truly astounding, whereas the 790 Adventure is only exceptional. Both bikes are capable at taking on incredibly rough terrain and unfeasibly high speeds and coming out the other side, provided the rider is good enough.
THE TECH
YAMAHA TENERE 700
So this category is a bit of a quick one for the Yamaha as it is virtually a tech-free zone. In a calculated and arguably very shrewd move, Yamaha have kept true to the Tenere’s heritage and kept the bike simple and free from electronic interference. Aside from the ABS – a Euro 4 necessity – that can be turned off, the Tenere has no other riding aids. This means the control is with the rider and also there is precious little to go wrong.
Even the display is low tech. While most manufacturers are going for TFT screens, the Ten’ has a simple LCD screen with fairly minimal information and adjustments. And for a good proportion of riders and potential owners this lack of technology is a great selling point.
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