2024 Yamaha Ténéré 700 Review [14 Fast Facts]

December 19, 2023

When the 2020 Yamaha Ténéré 700 debuted in Europe in the summer of 2019, people had already been waiting nearly three years since the T7 concept bike was revealed at EICMA in 2016. The bike was an immediate hit with buyers and journalists thanks to its light weight, manageable motor, and dirt-ready chassis.

Associate Editor Jess McKinley was the first UM staffer to ride the bike and performed the honors in Spain, appreciating its rally-style slant when the pavement ended. Senior Editor Nic de Sena followed it up a year later with a California when the Ténéré 700 made it to the United States, also focusing on its impressive dirt capabilities. Next, Associate Editor Neil Wyenn built the incredible Ultimate Motorcycling Yamaha Ténéré 700 Project Bike, as its versatility lets you take a build in many directions. So, yeah, we have been all over the Ténéré 700. The 2024 Yamaha Ténéré 700 has a few updates, and now I finally get a shot at reviewing it—let’s see how it goes for the ADV bike for its fifth year in production.

To set the table on the 2024 Yamaha Ténéré 700, let’s look at what’s new. The ABS system is new and includes a new, third setting. The LCD dash has been replaced by a bright, shiny TFT dash that uses the Yamaha Y-Connect app. A new right-thumb scroll wheel helps navigate the settings on the dash. The wiring for Yamaha’s optional up-only quickshifter is built-in, making the temptation to spend another $200 virtually irresistible. Finally, there are new LED turn signals. The 2024 runs $300 more than the 2023—perfectly reasonable considering the additional features and the budget-ravaging effects of inflation.

When Yamaha designed the Ténéré 700, the engineers did not start with a clean sheet. To save time and money, they appropriated the MT-07’s CP2 twin with its irregular heartbeat, which is perfect for the adventure application. The engineering wizards used their slide rules to give the Ténéré’s version of the 698cc motor a power delivery that works well off-pavement and enhances low-rpm performance. As it turned out, it was a stroke of genius. The motor is a winner, and reducing engine R&D time and expense keeps the price tag from nudging too far into five figures.

Unchanged from previous versions, the Ténéré 700’s powerplant has not suffered too much from aging. The MT-07’s version of the engine dates back to 2015, yet it remains a strong performer. The motor has the grunt needed to work at slower speeds off-road—always a tricky job with an ADV bike’s weight (452 pounds in this case) and high-for-dirt gearing. Yet, when you need to spin it up on the open road, 100 mph can be reached without much time or fuss. Simply accelerating hard down a long onramp puts you far above any speed limit you’ll likely encounter when you reach the freeway.

Although the motor performs wonderfully, its age means a few features are missing. The 2024 Yamaha Ténéré 700 is not ride-by-wire and doesn’t get any IMU help. There are no power modes, cruise control, downshifting capability for the optional quickshifter, or the usual array of controls—traction, wheelie, or launch—and the clutch isn’t an assist-and-slip unit. None of these are deal killers, though we wouldn’t mind seeing a suite like this on a future T7, at least as an option or standard on a variant. Speaking of variants, Europe gets six versions of the Ténéré 700: World Rally, World Raid, Rally Edition, Extreme, Explore, and standard. We only get the plain wrap version.

With a 21-/18-inch wire-spoked wheel combo, off-pavement testing is mandatory. By giving you an off-road wheelset, Yamaha signals that the 2024 Ténéré 700 is ready for the dirt. The standard tube-inflated Pirelli Scorpion STR Rally tires are a compromise, even within the Pirelli family. The Scorpion Rally tires are better off-road adventure rubber, and the MT 21 Rallycross knobbies are the cat’s pajamas should you be serious about your off-road intentions. Still, we go off-pavement with the tires we have.

The sweet CP2 motor helps the Pirelli Scorpion STR Rally tires work in the dirt. Without too much power on tap or an overly aggressive power delivery, managing traction on the 2024 Yamaha Ténéré 700 is not difficult. Dial in the power smartly, and they will generally hook up. They’re great on hardpack, the ideal off-pavement terrain for big-block ADV tires. As things get looser and rocker, as they did at moments during our testing, the STRs will let go when throttling sloppily. Still, the behaviors of the STRs and the motor are never onerous, so you can get through some challenging terrain with a stock T7 setup. If the STRs start slipping, either go with it, or back off the throttle and let the rear hook up again. There’s always plenty of power on hand to wind the CP2 back up.

Off-road is where the new ABS setting comes into play. Previously, the T7 gave you a choice of two-wheel or front-wheel-only ABS. Now, you can turn off the ABS completely, using the new right thumb dial and viewing the new TFT dash. Lawyers stuck their noses in the process, as it takes a few menu steps to pull up the desired screen, scroll to the preferred ABS mode, select it, and then implement it—all with the thumb of your throttle hand. After all that, if you turn the key off or even engage the kill switch, you’re back to full ABS, and the sequence has to be repeated; only stalling the bike preserves the ABS Off setting with the engine off. There is a dedicated ABS On button on the dash—exactly the opposite of what I want. Blame the suits.

There was at least one instance where I was glad I was riding an ABS-free Ténéré 700. I was barreling down a talc-and-rock road and unexpectedly facing a hard right-hand hairpin. I was able to lock up both wheels and skid to a halt before sliding into a perilous situation. While I can’t say that the T7 in standard ABS mode or front-wheel-only mode wouldn’t have stopped me, I prefer to control my own destiny in that sort of situation. Even with the tires skidding, the Ténéré 700 was reassuring and predictable. I had the confidence to avoid the panic mode as I continued to moderate the traditionally mounted Brembo calipers grasping the 282mm discs. I hit a few rocks along the way, and the stock skid plate warded off damage. Yamaha offers a $385 accessory skid plate made of 4mm-thick aluminum for the hardest chargers.

With less weight being thrown around, the 2024 Yamaha Ténéré 700 is easier to handle in the dirt than most ADV bikes. Just a bit heavier than the Kawasaki KLR650 ADV/dual-sport crossover, you don’t feel overwhelmed by the T7 off-pavement. The long-travel KYB suspension—about eight inches at each end—and almost-full adjustability facilitates some dialing in. I’m pretty much the target rider, so the suspension is set up nicely for me straight from the factory. The action is plush, smoothing out the terrain, with the long travel making bottoming out much less likely, even when getting a bit of air. It’s no dual-sport, though, so don’t get irrationally exuberant unless you can ride like Pol Tarrés.

On the street, the Ténéré 700 is well-behaved. While there are limitations due to its 21-inch front wheel and the Pirelli Scorpion STR Rally rubber, you can still have a fine, predictable time in the twisties. On the open road, the T7 is ready for long-distance rides, though some butts seem to hate the seat, including Associate Editor Neil Wyenn—mine is fine with it. The CP2 motor doesn’t vibrate offensively, so putting on the miles isn’t a problem. The windscreen position is fixed—great if you like where it sits, as I did. The Ténéré 700 is also quite adept at lane-splitting, making it a fun way to get to work and back. The brakes have a light initial bike and strong overall stopping power when muscled.

The accessory quickshifter does decently, given its limitations. The lack of ride-by-wire prevents the quickshifter from shifting as smoothly as it might in the wide range of conditions you’ll find on an ADV bike. The faster you’re going, of course, the better it works. The lack of the auto-blipping downshift function is a sore thumb weakness in 2024. Regardless, it’s worth the $200 tariff.

Boasting a 34.4-inch seat height, the 2024 Yamaha Ténéré 700 is a tall motorcycle. Even to a dirt bike rider, the T7 sits high. That’s an inescapable consequence of the 21-inch front wheel and long-travel suspension. If you have a shorter inseam, don’t give up, though. Yamaha offers various ways to lower the seat, including a Low Seat ($130; 0.8-inch seat height reduction and a shock-linkage lowering kit ($115; 0.7-inch reduction). There’s also a one-piece Rally seat ($220) that sits 1.6 inches higher for long-legged riders.

The new TFT screen is fantastic. Mounted in the rally-style vertical position, it keeps the rider apprised of the situation. There are two display themes to choose from—a tachometer-dominated Street arrangement and a minimalist Explorer layout. I like the scroll wheel, which also doubles as a selection button, but I prefer that my left thumb do the manipulation. I didn’t dig into the Yamaha Y-Connect app, as that’s more for owners than temporary testers.

Although changes from the first edition are minimal, the 2024 Yamaha Ténéré 700 remains relevant and viable, having built a cult following due to its durability and bang for the buck. The T7 has come under fire from the Suzuki V-Strom 800DE, so a comparison test is in order. It also challenges the pricier dirt-ready middleweight ADVs, including the KTM 890 Adventure R, Triumph Tiger 900 Rally Pro, BMW F 850 GS Adventure, and Aprilia Tuareg 660. In the meantime, the Ténéré 700 is as versatile and fun to ride as it ever has been, and it is one of those motorcycles that nudges you to go for a ride, be it street or dirt, whenever you spot it in the garage.

Photography by Joseph Agustin Photography

RIDING STYLE

• Helmet: Arai XD4

• Communications: Sena 50S

• Jacket and pants: Rev’It Stratum GTX

• Gloves: Tourmaster Trailbreak

• Boots: TCX Infinity 3 GTX

2024 Yamaha Ténéré 700 Specs

ENGINE

Type: Crossplane crankshaft parallel twin

Displacement: 689cc

Bore x stroke: 80.0 x 68.6mm