In France, you get all this for €14,999, all taxes included, for the base model. Stripped of the 19.6% tax and corrected for currency, this translates into a nicely placed Canadian MSRP of $15,676 – if it ever comes to Canada, that is!

The Super Ténéré projects a just-right image; solid and ready for the trail, but also light enough for easy riding across the great plains of the world. (Photo: Yamaha)

You can also add to this a catalogue of bespoke accessories from Yamaha to complete your bike and personal accoutrement.

Low, effective engine
Yamaha has been using a vertical twin configuration for decades, on road as well as off-road bike, stating with early Ténéré 750s and especially with the 850TDM and TRX street bikes. The original Ténéré line covered itself with glory on the Paris-Dakar Rally, and Yamaha even produced a Superbike kit for the street TRX, with the Sarron Brothers riding one in the Suzuka 8 Hours endurance race.

This ancestry augurs well for the all new 1200 version of the engine, with a crankshaft configuration set at 74 degrees between throws. This is the optimal angle for the two pistons to exchange energy as one is accelerating while the other one is slowing down. This scenario also calms down vibrations, which means a lighter balance shaft. In real life, this also means that the engine picks up revs more quickly – a good thing!

The 110hp and 11,6mkg of the standard (Non-France) bike place the performance level right there with the BMW R1200GS, Suzuki V-Strom 1000, Triumph Tiger and Honda Varadero. Only the new Ducati Multistrada sticks out from this bunch with an ultra high (And expensive) 150hp. Back in the real world, the Super Ténéré provides steady acceleration from any speed up to a legal-in-France 130kph, with the bike going on to an easy 150kph, two-up no less, whereupon the excitement level tapers off.

As I had expected, torque comes into play right off idle, with plenty to work with from 2000 all the way up to 7500rpm. In both modes, the run up from 6000 to max revs was gradual and steady, with no personality change along the way. I ended up in Sport mode all the time, which begged the question about the relevance of the Touring mode.

The 74 degree opening between the two crank throws allows for a lighter balance shaft as well as reducing engine vibrations to practically nothing. (Photo: Yamaha)