New Yamaha Tenere 700 & T7 Rally 2025 - First Test in Morocco

The Tenere 700 pretty much single-handedly revived the mid-size adventure bike class back in 2019. Over the past six years, competitors like the Aprilia Tuareg 660, Honda XL750 Transalp, KTM 790 Adventure, and others have increasingly joined the fight for this segment, yet with 70,000 units sold since its launch and a market share of 23%, the Tenere's continued success is clear. Yamaha also countered with several specializations within the Tenere model family, broadly positioned with the Tenere World Raid, World Rally, Explore, Extreme, Standard, and Rally Edition. Throughout, they always remained true to the Tenere's purist core idea, which quickly won over the off-road-oriented rider group within the adventure bike crowd thanks to its minimal electronics and rugged toughness. Despite partly stronger and more comprehensively equipped competition, the Tenere managed to hold its position as top dog among off-road adventurers thanks to this unique selling point. But 2025 marks the break with this purist approach, as riding modes, traction control, and ride-by-wire make their debut on the Tenere for the first time. Does this make it just one of many, or has Yamaha actually refined the Tenere recipe? On the dusty tracks of the Agafay desert southwest of Marrakesh, we tested the new Yamaha Tenere 700 and Tenere 700 Rally for the first time.

Starting in 2025, the new Tenere 700 and the Tenere 700 Rally represent the entire Tenere line-up, excluding the big-tank Tenere models. Yamaha is trimming down the model range. The lower Tenere 700 Explore, still available last year, gets absorbed into the standard Tenere 700. Anyone who wants can now select the "Low" option in the configurator, which shortens travel and seat height by 20 mm. At the other end of the Tenere spectrum, the Extreme also drops out of the lineup and merges with the new Rally. The Extreme's components, most notably the higher-quality KYB chassis and the tall front fender, migrate to the new Rally, which nevertheless retains the traditional design. I'll explain exactly what differentiates the new Tenere 700 from the Rally version further below in this report. First, let's address perhaps the biggest question surrounding the new 2025 Tenere lineup.

Ride-by-wire represents the biggest break with the Tenere's previously purist philosophyor at least it seems that way. But according to the Tenere's developers, this change wasn't something they wanted, but rather grew out of the necessity to comply with the strict Euro 5+ emissions standard. YCC-T, as Yamaha calls its electronic throttle control, allows for more precise control of throttle mapping and thus better emissions figures. But how does this electronic throttle response feel? Can the new system still deliver that lovable, tractor-like character of the CP2 parallel-twin engine? Little has changed on the engine itself. The 689 cc twin still produces a maximum of 73.4 hp at 9,000 rpm and 68 Nm of torque at 6,500 rpm. If anything, it should feel even more punchy at low rpm in the 2025 Tenere, since the intake port has been shortened.

The route for the first test of the new Teneres in Morocco is quite ambitious. From rocky rubble sections and steep gravel passes to sandy wadis, it has it all. The riding feel in this demanding terrain is heavily influenced by the chosen riding mode. The gentle Explore mode approaches the throttle very cautiously, feels significantly less direct than the Tenere's previous cable-actuated throttle response, and requires quite a bit of twist on the throttle grip to send power to the rear wheel. The Sport mode, on the other hand, is considerably more active, spirited, and comes damn close to the previous throttle response. The cable is still a touch more immediate and direct, but we're talking nuances here. After a short while, I find myself riding exclusively in Sport mode, taking advantage of the CP2 tractor's ever-present and instantly available torque. Even with electronic throttle response, the CP2 riding experience remains unmistakable and untainted. And the YCC-T offers another major advantage: the sometimes harsh on/off throttle transitions that the CP2 has previously exhibited in every bike at low speeds are history. This is a not-to-be-underestimated comfort bonus, especially in tight gravel hairpins.

You might not notice it from the outside, but the Tenere's peripherals have also been extensively reworked. Newly designed, rectangular LED headlights now shine from the front mask, which are also said to offer better illumination. Furthermore, the tank has been reworked. It now sits lower and further forward to somewhat ease the often-criticized front-heaviness of the Tenere. As part of this adjustment, the side fairing was also redesigned to offer more freedom of movement. To my great delight, the tank's filler cap is now integrated into it. I can't count how many times I've searched for the tank cap I'd set down somewhere on my personal 2019 Tenere. Add to that the now one-piece seat, pulled up further at the tank, and wider standard footpegs taken from the World Raid models.

The result of these adjustments is, above all, more room for standing while riding. Especially in technical sections, where constant position changes are necessary, it's now easier to move your body over the handlebar, sideways on the bike, or toward the rear. The center of gravity of the new Tenere has also dropped as a result of these measures, though I can't say to what extent this change is noticeable in detail during actual riding without a direct comparison to an older Tenere model. What's certain, though, is that the Tenere still feels very much at home in loose terrain and is noticeably built for this purpose. And on asphalt, it still presents itself as a comfortable touring bike with decent wind protection and a relaxed riding position.

Besides the YCC-T and the two riding modes mentioned, quite a bit more in the way of electronic features has made its way onto the Tenere 700. Above all, the traction control fitted for the first time. In keeping with the purist character, Yamaha's developers refrained from implementing multi-stage adjustment. The traction control is either on or off. ABS returns with three modes: fully on, rear off, or fully off. These modes can be adjusted either via the also new switch units in the MODE menu, or via the ABS button on the left side of the cockpit. Holding the button for three seconds while stationary switches ABS and traction control to the last-used off-road setting. A HUGE upgrade, though, is that ABS no longer automatically activates when the engine is shut off via the kill switch. Only turning the ignition off and back on activates the assistance systems, as legally required. Besides the riding modes and traction control, ride-by-wire also enables a relatively simple implementation of a quickshifter with blipper function. This is available at extra cost and wasn't fitted to our test bikes.

Also new is the 6.3-inch TFT display. Besides smartphone connectivity, it also offers two different layouts. The Street layout has an "analog" rev counter display, while the Explore layout stays close to the previously familiar design of the Tenere's display. To the right of the new TFT is now a waterproof USB-C port. Just like the quickshifter, cruise control would now also be feasible on the Tenere, but unfortunately Yamaha has passed on it. This too is in the name of purism, as I was told. I'm not sure I buy that argument though, because who would an optional cruise control have bothered? Especially among us speed-limit-plagued Germans, Swiss, and Austrians, who often have to cover many kilometers before reaching the first legal off-road trail, there would surely be some Tenere riders who would have appreciated such a feature on highway stretches.

Whether you're pleased with the rest of the new systems is, in my assessment, a matter of taste. The traction control regulates finely and unobtrusively, but with a bit of throttle-hand experience, it's hardly necessary. The CP2 delivers power to the rear wheel so precisely and controllably, especially thanks to the YCC-T, that I deactivate the TC after just a few meters and never use it again. The new layouts are also nice gimmicks, but by no means essential. I'm torn on the new switch units. The mode button, menu button, and a modern 5-way joystick are a huge improvement compared to the extremely notchy rotary dial fitted on last year's Tenere models. As for the new turn signal switch, however, Yamaha apparently tried to reinvent the wheel, including automatic signal cancellation. In my opinion, a conventional turn signal switch would have done the job here too, in the spirit of the often-cited purism.

The chassis is essential to the vehicle's performance, especially on off-road adventures. The Tenere's suspension components still come from KYB and retain travel of 210 mm at the front and 200 mm at the rear. For the first time, though, the upside-down fork is adjustable for preload in addition to compression and rebound. This is a big advantage especially off-road, since it allows you to extract even more ground clearance with heavier loads or on tougher terrain. The linkage on the shock has been reworked. With the now banana-shaped struts instead of straight ones, the rear end is meant to spring even more progressively.

During our roughly 80 kilometers on the standard Tenere 700, we spent about 50% on loose terrain and 50% on Morocco's occasionally quite adventurous asphalt roads. Again, the detail changes are hard to assess without a direct comparison to an older Tenere. What isn't hard for me, though, is to express genuine admiration for the standard chassis. For a comparatively affordable price, the suspension components offer a great deal. You can cruise comfortably on the road, yet don't feel completely out of place on a twisty road despite the long travel. Sure, movement enters the bike over bumps or during harder braking maneuvers, but it's always predictable and harmonious. Even when riding over rocks and rubble, the Tenere doesn't disgrace itself and absorbs even harder hits cleanly. You feel the more budget-oriented nature of the chassis most on rutted tracks with lots of small hits that aren't fully filtered out, and when riding with spirit over consecutive bumps. Beyond a certain pace, the chassis can no longer quite keep up with the springing and gets unsettled. But that's exactly what the Tenere 700 Rally is for.

The Rally's higher-quality KYB suspension components were carried over 90% from the Extreme, are lighter than the standard chassis, offer 20 mm more travel each, and work faster thanks to the Kashima coating. You notice this on the aforementioned rutted tracks. While you clearly feel the small hits of the rough road surface on the Tenere 700, you glide right over them on the Tenere 700 Rally. However, the damping quickly stiffens up on bigger hits, which shows off the Rally's sporty character. Interestingly, the Rally uses the same standard tires as its more moderate model sister, namely the Pirelli Scorpion Rally STR as before. In order to be able to exploit the Tenere Rally's higher off-road capabilities a bit more, we rode the Rally on Michelin Anakee Wild tires during the test ride, which have also been homologated for the new Tenere. There is bad news for fans of tubeless tires though, since Yamaha only offers tube-type rims for the Tenere.

Another special feature of the Tenere 700 Rally is its seat, positioned 35 mm higher. It's more thickly padded and has a grippier surface plus rubber inserts for more grip. Due to the longer travel and thicker seat, the seat height rises to 910 mm. If you're under 1.80 m tall, you'll have to stretch quite far to reach the ground. Furthermore, the Rally has a more robust, 4 mm thick aluminum bash plate and titanium footpegs. These don't have removable rubber inserts to dampen vibrations like the standard Tenere. But here's a little insider tip: the rubber inserts also fit into the Rally's footpegs. The last Rally-specific feature is a dedicated "Raid" layout on the TFT display. It shows two trip counters, similar to a rally roadbook.

I'd wager that most Tenere owners hadn't thought about additional electronic systems when it came to possible improvements to their bike. But Yamaha also incorporated a lot of customer feedback into the development process and improved important details in some cases. I've already mentioned the now permanently fitted tank cap and the missing ABS reset when using the kill switch. Other "quality-of-life" changes include, for example, reinforced luggage mounts, a reinforced exhaust bracket, and a cockpit strengthened against vibrations. The small lever on the clutch cover, into which the end of the clutch cable feeds, has also been moved forward by about 35° and fitted with a new plastic cover. From my own experience, I know that on older Teneres you love to snag your pant leg on this in exactly the dumbest situations, which can no longer happen now. I've also personally experienced how tedious it is to remove the rearmost fairing piece, which previously wrapped around the tail and the rear half of the seat as one piece. Now this fairing consists of three separate parts, which makes wrenching at the rear for luggage systems or short license plate holders much easier. The gearbox has also been reworked. Gears 1 through 3 now have 6 dog teeth instead of 5, and the angle of the dog teeth on gears 4 through 6 has been adjusted. This has done little to change the shift feel, though. The Tenere shifts precisely with or without the clutch. It would still have been nice if Yamaha had finally given the Tenere a bolt-on subframe to reduce the risk of major chassis damage. But when I asked about this, I was told that it would have driven development costs up too much and thereby pushed the Tenere out of its intended price bracket.

The Tenere's concept was already quite mature and has now been refined once more. Accordingly, I find few concrete shortcomings. If you set aside the features that I personally wouldn't necessarily need but also don't find bothersome, there are only a few negative points. I've already mentioned the missing cruise control. Similarly, tubeless rims would, in my opinion, deserve to be offered as an option, since many riders prefer them. On the road, though, only one thing actually bothered me. It must be down to the otherwise great, wider footpegs, because suddenly I have issues with foot freedom of movement. Admittedly, with a shoe size of 45/46, I'm slightly outside the norm, especially when those feet are also packed into chunky enduro boots. But standing still on the new T7, I bump my heel against the exhaust header on the right and against the small extension of the side standused to flip it outon the left. The stand and header haven't been changed though, so it must be down to the footpegs. While the contact on the right isn't a problem, the movement of the stand on the left is irritating while riding, and a few times it even happened that the upper edge of my boot sole caught on it there. At the wrong moment, that could definitely lead to tricky situations. Realistically, though, it's not a big problem either. Yamaha probably won't be thrilled about my suggested solution here, but as the owner of a new Tenere with big feet, I'd simply cut off that little pin on the side stand, since only shorter riders need it anyway, and the problem is solved. So the new Tenere models really don't have any glaring flaws.

Old or new? Is switching to the new Yamaha Tenere 700 2025 worth it?

Despite the many new features and the increase in electronics, the Tenere still makes a solid, rugged impression. It gives you the feeling that you could set off on an adventure immediately and, if necessary, ride around the world. Strictly speaking, it could become a problem in remote areas that the village blacksmith is now no longer confronted with a universally repairable throttle cable, but rather ride-by-wire. On the other hand, you never hear about faulty electronic throttle grips, so this risk is fairly minimal. So is switching worth it? As the owner of a 2019 Tenere, that's an interesting question for me too. Some advantages of the new generation are undeniable: better chassis, lower center of gravity, no more harsh on/off throttle transitions, and many small adjustments that make everyday adventuring with the Tenere more pleasant. Other new features, like traction control, riding modes, TFT layouts, and the quirky turn signals, I wouldn't strictly need. In the end, as always, it'll come down to taste. True purists, who especially value the direct and conventional throttle response of previous T7 models, are probably happier with the earlier generations. But whoever rides the Tenere primarily for reliability, engine character, value for money, or simply the looks, will likely get a lot of enjoyment out of the modernization. Take it for a test ride, that's the way to go!

Yamaha Tenere 700 or Tenere 700 Rally 2025? Decision guide

With a price premium of about €1,200, the Tenere 700 Rally isn't much more expensive than the standard variant. Many will be tempted to go straight for the better-equipped model. But you shouldn't underestimate the effect of the higher seat height and longer travel. For ambitious off-road warriors who really give it the beans off-road too, the Rally is unsurprisingly the right machine. For those who focus more on enduro touring and stay away from race pace, though, the more forgiving and accessible standard Tenere may be the better choice. When paddling along with your feet, your legs reach the ground more easily, the chassis responds more slowly but also more gently, and in truth, the rest of the T7 can still do more than 90% of riders need. I include myself in that! In my case, that €1,200 would be better invested in a good off-road luggage system and decent tires than in the sharper Rally Tenere.

Is the Yamaha Tenere 700 suitable for beginners?

The Yamaha Tenere 700 is fundamentally also suitable for ambitious beginners with off-road experience. With 73.4 hp, a linear torque curve, and forgiving power delivery in Explorer mode, it remains manageable. However, the relatively tall seat height (875 mm) and wet weight of 208 kg require a certain amount of height and stability. Anyone wanting to develop their off-road skills will find a rugged and versatile companion in the Tenere.

How much range does the Yamaha Tenere 700 have on a full tank?

With a 16-liter tank and a rated consumption of 4.3 l/100 km, the Yamaha Tenere 700 achieves a range of around 370 kilometers. Off-road or at a brisk pace, this can drop to around 300 km. That also matches my experience with the predecessor models. Whether the reserve on the new generation Tenere kicks in as early as before, I wasn't able to try out during the first test.

How off-road capable is the Yamaha Tenere 700 Rally really?

The Yamaha Tenere 700 Rally is one of the most off-road capable production bikes in its class. The fully adjustable KYB chassis with 230 mm of travel at the front and 220 mm at the rear offers enormous reserves. The 255 mm of ground clearance, the 910 mm tall Rally seat, and the very robust bash plate make it the ideal choice for demanding off-road adventures.

What technical changes did the Tenere 700 receive for the 2025 model year compared to its predecessor?

The Tenere 700 received extensive updates for 2025: introduction of ride-by-wire (YCC-T), two riding modes (Sport & Explorer), traction control, a new 6.3-inch TFT display, adjustable KYB front suspension including preload, a reworked gearbox, a refined ergonomics package, new headlights, new fairing parts, a new switch design, and many detail optimizations. In addition, the center of gravity was lowered and the tank positioned lower and further forward.

What colors/color variants are available for the Yamaha Tenere 700 2025?

The standard version of the Yamaha Tenere 700 is available in Icon Blue and Frozen Titanium. The Tenere 700 Rally comes exclusively in Sky Blue with gold rims and the iconic Speedblock design from the 1980s.

How comfortable is the Yamaha Tenere 700 on long distances?

Thanks to the reworked, one-piece seat, upright riding position, and wider footpegs, the Tenere 700 offers a good level of comfort even on longer stretches. The new tank cap integrated into the tank makes refueling easier, and the wind protection is sufficient for moderate touring speeds. For high-mileage riders, though, an optional cruise control would be desirableunfortunately, it isn't available.

How does the Yamaha Tenere 700 stack up against the competition?

The Tenere 700 2025 successfully holds its own against rivals like the KTM 890 Adventure, Aprilia Tuareg 660, or Honda Transalp with rugged technology, genuine off-road focus, and attractive value for money. It scores with its simple, proven CP2 engine, high off-road competence, and sensible electronics without overloading. The Rally version clearly targets hardcore adventurers and sets itself apart with the KYB chassis.

How much payload is permitted on the Yamaha Tenere 700?

According to the spec sheet, the maximum payload of the Yamaha Tenere 700 is around 200 kg, depending on rider weight and accessories. For the 2025 model year, Yamaha reinforced the luggage mounting points, further improving its touring and pillion suitability.

How much does the Yamaha Tenere 700 weigh ready to ride (with a full tank)?

According to Yamaha, the Tenere 700 weighs 208 kg ready to ride, wet weight, while the Rally version weighs 210 kg. Both models are thus among the lighter representatives in the mid-size adventure bike scene.

Is the Yamaha Tenere 700 suitable for tall/short riders?

With a seat height of 875 mm (standard) or 910 mm (Rally), the Tenere is aimed more at riders from about 175 cm, or in the case of the Rally, from about 180 cm tall. A lower version with an 860 mm seat height is also available. Thanks to its narrow waist and easily reachable footpegs, even shorter riders will feel comfortable on the Tenere though, especially with enduro experience.

For the first test of the new Yamaha Tenere 700 in the Agafay desert and on the high plateaus of the Atlas Mountains, I reached for a touring-enduro combo aimed primarily at adventurers and long-distance travelersfunctional, rugged, and still reasonably priced.

The helmet comes from Nishua and goes by the name Enduro Carbon. Its light weight of around 1,100 grams (including visor and peak) pays off quickly on long off-road days. The helmet can also be adapted modularly: the peak and visor can be removed or combined depending on the scenario. The ventilation worked well during the test at temperatures between 15 and 25 degrees, especially in the forehead and chin areas. The comfortable inner lining also impresses with a pleasant fit and good adaptability.

The Vanucci VAJ-4 textile jacket is also a strong companion during our desert test. Despite dust, wind, and changing altitudes, the elastic outer material proves extremely pleasant to wear. The generous ventilation openings on the chest, back, and upper and lower arms make themselves felt positively, especially in the hot stone desert. On cooler stretches at around 1,200 meters above sea level, the permanent inner lining provides sufficient base warmth. The shoulder and elbow protectors sit well, and thanks to many adjustment options, the jacket can be tailored to fit.

To match, I wear the Vanucci VAT-2 textile pants. Here, the elastic cut and good freedom of movement impressboth sitting and standing while riding off-road. The AirVents on the thighs provided pleasant cooling at lower speeds. The anti-slip insert on the seat proves its worth on the sometimes rough tracks, and the long connecting zipper reliably keeps jacket and pants together at all times.

The Vanucci VX-1 gloves are in use as well. Light, airy, and fitted with a leather layer on the palm, they prove ideal for dry, warm conditions. The knuckle protection stays discreetly in the background without getting in the way during movement. In cool headwind at higher altitudes, though, it got chilly quicklya clear summer glove.

The Vanucci VAB-9 Sympatex boots stand out particularly positively. Thanks to the nubuck leather and the SympaTex membrane, they offer good protection against blown-up dust and are also completely watertight during short water crossings. The grippy sole provides secure footing on loose ground, and the tall shaft protects well against heat from the engine as well as impacts off-road.