KTM 790 Adventure vs Yamaha Tenere 700. Which should you buy?
KTM 790 Adventure vs Yamaha Tenere 700. Which should you buy?
- Julian
- November 22, 2019
- 11:58 am
- 12 Comments
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.
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.
KTM 790 ADVENTURE
So while Yamaha went for tech free, KTM had an entirely different agenda. The 790 Adventure and Adventure R are bristling with tech to match the big hitters in the adventure market.
The 790 has variable riding modes, cornering ABS, traction control, the whole nine yards – all controlled through the buttons on the left switchgear and the wide TFT display. You can even upgrade the modes to get the banzai Rally mode which will take you up to Dakar speeds in an instant. The ABS is switchable if you don’t want it to operate off-road.
Of course whether you need all of these options is another matter, but as the market has moved forward, so KTM have responded in kind to bring all the available tech to the new bike. All this tech does come at a price though …
THE PRICE
YAMAHA TENERE 700
So if there was to be a ‘home run’ award, the Yamaha would win hands down with the price on the Tenere. Just like the original MT-O7 that hit the dealerships at a price you might have been happy to pay for a used bike let alone a new one, the Tenere 700 pricing is one of the bike’s major selling points.
At just £8699 in the UK – or £8399 if you had ordered online before release – there is absolutely nothing comparable on the market. And for a bike that delivers quite so much quite so well, the Yamaha is going to sell incredibly well to both adventure and road riders alike. Far from being a hindrance to the bike, the simplicity of the Tenere is a massive selling point that other manufacturers have perhaps missed. The tech is lovely to have and play with, but six months or maybe even six weeks down the line, will you still be as excited to fiddle with all those options?
KTM 790 ADVENTURE
So while the Tenere is incredibly low priced within the sector, the KTM 790 is arguably quite highly priced for a mid-sized adventure bike with under 100 bhp. The 790 Adventure comes in at £11,099 with the Adventure R at £11,999 – prices that are heading up towards the like of the Africa Twin rather than the thrifty Yam.
But of course the KTM comes in at that price because it is technically far more advanced than the Tenere, and all that tech and it’s development comes at a price. If you are going on a punishing round the world trip then maybe the KTM has the edge, but for the everyday rider is all that extra tech worth another couple of thousand pounds? The market will decide that one.
The RIDE - TARMAC
YAMAHA TENERE 700
On the blacktop the Yamaha is wonderfully enjoyable. The upright position and tall stance make it all day comfortable, as does the long flat two-piece seat. The relationship of bars to pegs to seat work well, and the seat height is good if you are of average height.
Although the bike is tall and has large travel suspension, the Tenere 700 feels nicely planted even if you turn up the wick to motorway speeds, and the small screen and fairing give good wind protection on longer trips. And with plenty of luggage options, long trips are definitely on the cards. As for the motor – the MT07 has proved what a peach the compact CP2 lump is and in the adventure platform it works just as well. From commuting to weekend scratching, the Tenere will prove the ideal companion.
KTM 790 ADVENTURE
OK so if we are going to compare these two as road bikes, then we should really pitch the more road based option, the 790 Adventure rather than the R. And again we’ve got precious few complaints about the orange machine. Riding position is excellent on the 790, the long seat and open, small cockpit work well, even if wind protection is a tad low at three figure speeds. The seat is typically KTM so that means on the hard side of firm, but it actually supports you well on long days.
Because the suspension is enduro spec, it’s firm on the road and keeps the wheels in line even if pushing the limits on the turns. The same thing on the R version requires a bit more concentration, but with 40mm more suspension in the mix that’s to be expected.
The motor on the KTM is faultless with plenty of power on tap if you select the full-fat modes, will rocket forward with a pleasing punch if you want it to, and is happy to hold big speeds for mile after mile. If there were to be one criticism of the 790 engine it would be that it perhaps lacks any definite personality – it just does what it’s supposed to with a certain, almost Teutonic efficiency.
THE RIDE - DIRT
Yamaha Tenere 700
Given the heritage of the Tenere you would have to hope that it could cut the mustard on the dirt – it would have been an incredible home goal if the engineers had failed to make the 700 live up to the back story. But no worries on that count as the new bike is a polished and proficient performer once you leave the blacktop. Clearly tyre choice and indeed the bike’s weight will be a greater factor in how well the bike manages once the going gets wet and slippery, but on the dusty trails, the Tenere feels as good as the best in the adventure bike market, and considerably better than some that promise more.
There are limits to what you can do with this bike as some journalists were almost too eager to point out. But if they were expecting an enduro bike, then the problem is your expectations, not the bike. This is a mid-sized adventure bike weighing in at around 200kg with a relatively large engine – it’s not a WRF250. And if you bear that in mind when you are deciding when and where to ride, the Tenere is excellent. The suspension is supple and suitably adjustable, the brakes are super-responsive and the motor enjoyably responsive and tractable.
So is it as good as the KTM? Well …
KTM 790 ADVENTURE
KTM’s mantra is ‘Ready to Race’ and looking at the 790 – particularly the R, you can see that this bike is truly race ready from the moment it leaves the showroom. While other adventure bikes often only flirt lightly with the idea of going off-road, you get the feeling that the 790 Adventure would be highly irritated if it never got to play in the dirt.
From the riding position to the bar position and stance, the enduro style bodywork and ergonomics, this is a bike that was developed to conquer challenging landscapes. The R is undoubtedly better specced than the standard version thanks to taller enduro-quality suspension, but the stock bike is still extremely competent on the trails and beyond.
If there’s one thing that the KTM 790 gives you when off-road, it’s confidence. The confidence to go faster across Moroccan piste than you ever thought possible, the confidence to take on climbs you know would be suicidal on other adventure bikes. The KTM is arguably the best true adventure bike on the market right now.
THE CONCLUSION
YAMAHA TENERE 700 or KTM 790 ADVENTURE
So which of these bikes should you buy? Well it depends on what your budget is and what you want to do with the bike.
If you are setting off on an around the world trip, then the KTM looks like the best option especially if your route will take in sizeable amounts of off-road riding thanks to that incredible suspension and well-thought out design. That said, the complications of all those electronics could prove difficult to fix in remote locations. And in these places the Yamaha’s simplicity could shine through and perhaps just upgrading the suspension for far less than the £3000 price difference would give you a very serviceable ’round the world bike.
As a day to day bike that can just about do everything and do it for a bargain basement price, the Tenere is impossible to fault. From A-road scratching to commuting, two-up touring to nipping to the shops, the Tenere will do it all and bring a grin to your face every time.
Given that most rider’s aspirations for adventure travel are far less than the manufacturer’s brochures would suggest, it’s possible that KTM have produced a bike far better than the majority of the potential buyers actually need or indeed want. Yamaha may have gone in a completely different direction, but it looks similarly possible that their bike will outsell the orange rival by a huge margin …
Great comparison. Being that these bikes are adventure based, witch is smother in the 65 to 75 mph range? How does the fuel mileage and range compare? I expect the KTM would require premium fuel. How about the Tenere?
Hi Tom
We wouldn’t say theres much in smoothness, but for our money the Yamaha has the better engine for the road. Mileage is so dependant on terrain and riding style it’s almost meaningless to compare but the KTM has a 20 lite tank compared to 16l on the Tenere, so back to back on the same terrain with the same rider the KTM should have better range. In terms of fuel, the KTM is far more flexible and will tolerate truly awful fuel far better than the Yamaha – without doubt the KTM is the one for hardcore adventuring – but how many buyers are actually doing that? For our money we’d buy the Yamaha and a used KTM EXC250 TPI. Garage done!
Julian
Why do you keep going on about how nobody that buys an adventure bike will actually use it as intended? If that’s the case why not just buy a road bike?
Hi Mike
We make the observation because it is the simple reality of adventure bike use – most will not be used off road. Riders buy them because they like the style, layout, ride and general feel of this style of bike, just as buyers of SUVs an off-road styled cars like that style of vehicle despite never intending to use the vehicle’s off-road capability. But it really doesn’t matter why a rider chooses a particular bike – it’s their choice and if they choose an Africa Twin or a Fireblade, a Tenere or an R1. We love bikes whatever they are!
Julian
If I was to set off around the world KTM would be way down my list only due to possible reliability issues. MAYBE KTM’s are reliable enough to make it around the world, but I would trust the Yamaha Tenere at least by a factor of 3 maybe up to 10 times as much as the KTM. The engine in the Tenere 700 has been shown to be one of if not the most reliable engine on the market today. KTM didn’t even trust their motorcycles enough to sponsor Ewan McGregor’s “Long Way Round” expedition and no doubt they make better machines now, but how much better? KTM may make the best performing motorcycles in their class, but I want they most reliable, I just want to put in gas and ride, so I will probably never own a KTM.
Hi Bob
It’s your choice but KTM are without exception the most successful off-road brand in the world with successes in every area of motorsport except trials, and as they now own Gas Gas that will change soon. While it is true that in 2004 they did not have the reliability on the bigger bikes, to base your buying decisions on that some 16 years later seems odd. We’ve owned KTMs since 2001 and loved every single on as much as the Yamahas, Hondas, Suzukis, Kawasaki and every other brand we’ve owned. But if you prefer Yamahas, then that’s just fine with us.
Julian
that is really sad bob because you’re missing out on some of the most fun motorcycles ever made.
Great comparison!, though still left me undecided on which new bike to get. All 3 winners. Can’t go wrong with the R, … but Yamaha has excellent rep in reliability. I agree w the statement that most riders will never take these bikes to their potentials, but the increased ground clearance over my Strom makes either bike attractive. Nice write up.
Thanks Bill
If we had the money for the 790 R, we’d by the Yamaha and spend the difference on an good used EXC250 – best of both worlds!
Julian
Just the write up I was looking for! One of these will be my next ride. I’d be very interested in a projection of the total cost of ownership for 30,000-40,000 miles. I’m wondering if that 2k price gap would increase?
Hi Craig
Don’t buy a motorcycle with your head – buy it with your heart! Which will make you smile every time you see it, which will make you grin from ear to ear every time you ride it? Running costs will vary according to how much you use it, and if you love a bike you’ll use it more than if you don’t.
If 2020 has taught us nothing else, it’s taught us that we should enjoy out lives when we can as we don’t know what is coming next! Don’t overthink it – buy the bike you really love!
Julian
That we cannot answer or predict Craig
Julian