I took a short road blat on an AJP PR7 at the Overland show in August and must say, I was impressed. Like many, I’ve been aware of these bikes for a couple of years but it looks like 2019 was the year they officially hit the shops in the UK.
It looks exceptionally well put together and finished, exuding an air of toughness, quality and design integrity which I found lacking in the similar SWM SuperDual 650X I also tried (same red top, six-speed, ex-Husky TE630 motor). However, the ~184-kilo SWM (below) costs £1500 less so it’s still a contender.
The Samsung tablet idea could be interesting. It wasn’t hooked up online but I think the idea is you plug in your Garmin navigator to display big via the screen – or it has built-in GPS and you load maps on it, plus it must hook up with mobile signals to run online maps. There’s a USB or two on there too. The main dash pod looks like a clone of a Trail Tech Voyager, a bit small and fiddly but some of that info will display on the screen.
The 600-cc engine has loads of smooth power for the claimed 48hp (some say 58; which must be the fierce ’60-hp’ version), but it and the gearbox were much less harsh than I expected. I got up to 60 before I realised I was still in 4th (been riding an auto lately) and I briefly saw 80 in top where I noted the screen worked very well. By comparison, the thick but too steeply raked 650X screen (below) felt like a wind hose.
Though it’s 920mm high and narrow, I also preferred the flat seat to the stepped one Superdual X, even if it was 30mm lower. Amazingly, I can’t say vibration was at all intrusive on either bike, but then it did all pass by in a bit of a blur.
The PR7 feels light too for the claimed 165kg wet (again, been riding a 235-kilo NC). The fuel filler is now in a more conventional position compared to the 250 AJPs, but the 17-litre tank remains low and out of the way under the seat, like 650 and 800 BMWs (and an NC, as it happens).
With only 1.8 litres of oil in the engine, service intervals are 5000km (5500 on the SWM) which include valve checks (same as a Himalayan), but as you can see on the right (click to enlarge) a few people have already done long trans-continental trips on PR7s.
Price is a hefty £8500 (alongside the SuperDual’s £7k). It’s the same as an XT700, true, but this bike would be a whole lot more fun and much easier to ride in the desert or Far Eastern Russia, for example. I wonder if it will be as amazingly economical as the 690/701s because I suspect part of the engine’s smoothness is down to rich running, but I’m told it’s in the 20-25kpl range. Consider it an alternative to the two Austrian bikes which take more to be adventure-travel ready. It sure looks better.
In November I came across Belgian eric in Morocco who did one of my tours a few years back and was now back on his year-old PR7 with about 20,000km. he mentioned a fuel-pump or filter meltdown in the Pyrenees one time when he ran low. Mpg was no so good – about 20kpl or 330km to a tank. he needed a Rotopax. His Samsung tablet did not agree with the rain. But other than that he was very happy with it.
Fantic is another revived Italian brand who’ve lately produced a trio of retro-styled Caballero singles: the Dirt Track, Scrambler (above) and taller Rally (left) in 125-, 250 and 500cc variants. Fantic also produce skinny, dirt competition bikes (plus MTBs and eBikes in the US), but with the nine Cabs, they clearly believe that capitalising on the current retro fashion – based rather thinly on their 1980s trials and dirt-racing legacy – is a way forward. Good luck to them; just as long as they don’t revive that hideous two-stroke 125 chopper.
The 500s use Zongshen’s NC450 449-cc engine, tuned, we’re told, to Fantic’s specs. Along with Shineray, Zongshen is one of China’s leading moto manufacturers who don’t just pump out 125s and 250s, and have their eyes on bigger capacities still. With the DR-Z400 unsold in the UK for over a decade, the disappointment of last year’s Honda 450L and my recent Himalayan filling a different niche, I wondered if the Zongshen motor might be the missing link between 250 trail bikes and 500+ twins?
The 4-valve SOHC water-cooled NC450 isn’t yet another clone based on a late-80s XBR Honda motor as found in the old WKs, the Mash and many other Chinese 400-cc bikes (under various brands) including the now-discounted SWMs 440s. The NCs are a cut above that and in 2017 Zongshen entered five NC-engined bikes in the Dakar. All DNF’d, but mostly due to crashes.
No surprise then that the compact six-speed NC engine looks more like the450R in the CRF450L. Could this be a travel-friendly Goldilocks motor CCM should have used in their GP450 (had it been around), and with more realistic service intervals than Honda’s 450L? A quick spin on the Fantic Caballero Scrambler might provide answers.
• Oil capacity: 1.6L • Oil and filter change intervals: 5000km/3000 miles
• Valve check intervals:5000km/3000 miles • Alternator output: 300w
• Power / torque: 40hp @ 7500rpm / 43Nm @ 6000rpm Source
In the US, CSC directly import the Zongshen RX4 (right) which uses Zongshen’s NC450. It sells for $6000 but like many Chinese bikes, with prices now exceeding what we’ll take a chance on blindly, manufacturers seek to add value with a lot of clutter extras and bulked-up bodywork which with the RX4 whacks the weight up to over 200 kilos, more than a stock CB500X. More here
Going for around £6400 new, my Fantic Scrambler had under 600 miles on the clock and riding out of Horley, at low rpm felt a bit cold-blooded, with hesitant fuelling spitting pops and bangs out of the pipe. This wasn’t a softly tuned, rattley old plodder like my recent Enfield Himalayan. I realised: OK, so this is how it’s going to be. The Scrambler 500 likes to be gunned and the noises spitting out of the pipe are part of its character. What a shame then that I was stuck among the leafy, 40-50mph-limited byways of Sussex and Kent, with vans pulling out of driveways, tractors flinging crap in all directions crap and hatchback mums tootling about on errands.
Providing you were a few thousand revs above idle, the motor responded instantly to the heavily sprung throttle and the snicky gearbox and taught drive train drove the bike forward. The fat-profile 17/19-inch Pirelli Scorpion Rally STRs stayed well inside their comfort zone while 150-mm of travel on the 41-mm USD forks occasionally thudded over sunken manhole covers. The twin canned Arrow pipe managed to hit just the right balance between obnoxious din and an over-muffled parp. But high pipes need intricate routing to avoid both cooking and dislodging the right leg. The burning sensation at my right ankle soon cleared once the thermostat opened but stood up, the panel pushed the shin out like a Triumph Scrambler. Looking underneath, there’s room to route it low with chassis rails to take a sump guard. The Bybre brakes worked as well as they looked, with little pressure needed to haul on the 320mm ø front disc. A quick stab at the back proving the ABS works like it should.
The Caballeros are said to weigh about 160kg with ~12-litre tanks brimmed and the minimal nature extends to the switchgear and a tiny speedo. I must admit I missed a gear-position indicator – there you go, I’ve come out and said it! – but also the not-working (or disabled?) rev counter. It’s integrated a little too cleverly into the periphery of the dial, overlapping the fuel and battery level indicators. Blundering about with the display scrolling came up with trip meters and maybe remaining fuel range and battery charge (again). Even stood still it was hard to tell, but there must be a way to adjust the clock and hopefully flip to kph. Also, the unit looked set a couple degrees off in the housing.
I pulled over onto a village green for a closer look at the Scrambler. It’s a good-looking machine and the black, all-19-inch, black, Flat Track version (below) is even better (though I might spec the Scrambler’s fatter seat). Big chunks of CNC machined alloy were bolted to the black Cro-Mo frame, the brake pedal tip is replaceable and the gear shifter folds in. I like the rectangular route of the long header with integrated catalyser; a clever way of extending the pipe (long pipes = better torque). It mirrors the big radiator above, capped with a header tank that’s not just tacked on the side for once.
There’s a feeling of solidness which matches the ride, only spoiled by the odd flaw like the oil filler cap right under the scalding header (right), the pillion footrest under the bulging sidepanel /exhaust guard, and some scruffy wiring on the left side of the engine (left).
At the bars the ABS is intuitively disabled with a button, but the non-self-cancelling indicator rocker switch took a bit of getting used to, and the high/low beam switch is not one I’ve seen before and might be tricky to flip quickly at night. While doing that it’ll also be interesting to see how that multi-bulb LED headlamp lights up the night. On the back, the tail light must be the legal minimum size, as is the front fender. Get over it; that’s the look! The top of the plastic tank cover has an inset panel and strap slots which I’m guessing is there to evoke the enduro scorecard holder from a 1970s Cab’, but will hold a BLT just as well.
It was time to head back to Horley, only now with a little more gusto. I’d already decided that in this state of tune, Fantic’s take on the NC450 was a bit too fruity to make an agreeable long-range travel bike. I’d trade a bit less top-end surge for some low-end grunt, plus cleaner fuelling. It reminded me of a hot-cam’ed TT500 with an over-sized slider carb which all only works towards WFO. But for the moment, let’s just enjoy squirting the Scrambler from bend to bend, van to van and 30-mph-village to Kentish village. Out on Britain’s lonely moorland roads the Scrambler or the Tracker would be a blast. I got up to nearly 80 and the bike and engine still felt as solid as a bell and with more to give. Retuned and in a less Spartan, low-pipe configuration like the Him, it might just plug the hole for a light, dirt able travel bike which Honda’s 450L failed to do.
Many thanks to T. Northeast in Horley for the test ride.
A couple of weeks after I wrote this in 2019 I bought one…
I know it’s not fashionable in adventureworld but I do believe the Honda NC750X DCT (…XD) would make a great travel bike. We’re assured the NC is nothing more than a sensible commuter bike, a modern-day Benly combining a high-economy, low-output motor, but with neo-adventurish looks and a capacious ‘tankbox’. NC = ‘No Character’ say some wags, but that has as much currency as ‘TDM = tedium’. Apart from basic suspension, a lot of what the NC-XD has got would make sense on a long ride, including occasional gravel roading:
Tubeless wheels
Low seat height and CoG for easy low-speed maneuvering, despite the weight
Very economical
Low-compression motor for low-octane fuel
Decent ground clearance
Good weather protection
420W alternator
New or used; they’re half the price of an Africa Twin
And then you have the wonderful DCT auto gearbox. I very rarely use the W-word but DCT is the best thing since spam fritters. I first tried it a couple of years ago on the Africa Twin and got it straight away, and again on the NC-engined X-ADV X-cooter. I have well and truly had enough of clutches and gear changing, despite the advent of quickshifters. With a manual override on the left bar, DCT really is the best of all worlds and has been further refined on the latest models (read below) to possibly make it a little more effective on off-road slopes.
The 2018 DCT used in the NC750 models features “Adaptive Clutch Capability Control” that manages the amount of clutch torque transmitted. This adds a natural ‘feathered’ clutch feel when opening or shutting off the throttle for a smoother ride. Further refinements include fast operation of the N-D switch on turning on the ignition and a control system in AT mode for gauging the angle of ascent or descent and adapting shift pattern accordingly.
At the show where I tried it, the NC sat alongside the updated CB500X with more travel and a 19-er front end, and the odd X-ADV which, try as I might to like left-field ideas, I didn’t quite get as a genuine all-roader – well not at the price they want for it.
We set off for an escorted 45-minute backroad circuit with riders on Gold Wings the size of torpedoes, 500Xs and ATs. The DCT quickly came back to me: the start in neutral, shift with right thumb into Drive or shift again for Sport, then twist and off you go. Sport sees it hold on to higher revs before changing up, and there are three levels in S (didn’t get that deep). For manual, flick back a lever with your right index finger and it will stay in gear. To change up and down, use thumb/forefinger paddle controls on the left bar, just like an MTB. Manual gives you more control and engine breaking which you may appreciate on a fast descent. Flick back into auto any time, on the move or sat still. Pulling away, the low-rpm grunt is quite impressive; the benefit of an engine tuned for torque before power. Just as I recall on the AT, it seems to shift up and down at just the right moment; you can leave your left hand and foot at home.
Having tried the brilliant new XT700 a couple of hours earlier, the engine character was similar, if not more torquey off the line. There’s 25% less power than the XT7 but the same max torque of 68Nm – except it’s delivered some 2000 rpm lower on the NC. Because you can’t park in gear, just like my late 1970s Dream 400 AT (right), the left bar has an ugly parking brake clamp if you leave the bike on a slope.
But the NCs suspension and roadholding was nowhere as good as the Yamaha. Two inches less travel must have a lot to do with it which at least contributes to a saddle height of just 830mm (32.7″). I can’t quite put my finger on it; in bends it stood up a little on the rebound – inadequate damping perhaps? It didn’t feel half as planted as the XT, despite the low CoG. I hit all the manhole covers I could to give it a work-out while noticing the bloke on the CB500X in front was carefully avoiding them. So suspension on the 2019 CB-Xs is no better.
Looking at the stock NC shock (left), it’s not something you’d care to show anyone on a first date. Better shocks must be available and fork improvements too. It’s easier and less complicated to fix suspension than a motor, but is it as easy as that? I went through this all before and decided, no.
The single front brake was especially good considering the 230-kilo mass; goes to show one big diametre rotor can be enough. The original NC 700 had linked brakes like 1970s Guzzis (and maybe still). The brake pedal operated front and rear brakes at a given ratio, and the brake lever brought more pressure on the front. As with DCT, it frees up the hands. I loved it on a V50 Guzzi I rode years ago, but it seems there is only so much control you can remove from riders’ cold dead hands before they rebel. Riders claim they prefer conventional separate brakes because they can back the 750 into dirt bends with the rear locked or skidding… yeah, right. Switchable linked brakes, like switchable ABS would suit me, but maybe that’s too complicated.
On the road in auto, it’s great to have your left limbs liberated into redundancy. Taking pictures is easy, so is eating, waving or any number of other distractions. Sure, an emergency stop is best made with both hands on the bars, but these days we have ABS to modulate our clumsiness. And while it’s certainly heavy, the similar BMW 700GS and even my heavy-for-what-it-was Himalayan both proved in Morocco that because of the low-set weight, both are better than you’d expect for my level of gravel roading biking.
The 750 from 2014. A big improvement over the original 700s (suspension, DCT, counterbalancer, gearing, unlinked brakes and ABS, dashboard, seat
From 2016: fatter silencer, slightly bigger ‘tankbox‘, new ‘tank’ sides (usually silver), LED lights, 3 sport modes, a bit more poke, better suspension.
From 2018: new dash, 2-level traction control, higher rpm limit.
This American Honda dealer (who broke the 450L story last year) has unusually comprehensive blurb on the 2018 model. There also an NC Wiki.
They’ve just announced the 1100-cc Africa Twin, which some hope might also result in a smaller 750 spin-off. Otherwise, I don’t think customers would buy a properly adventurised version of the NC – its image is too ingrained and the weight and power would be perceived as all wrong.
A DIY job could include higher-profile knobblies to gain some clearance and dirt grip, better suspension to maintain it, add a bashplate and, fingers crossed, good to go is what you are.
Fuel access under the back seat could be a pain, and so might be seat comfort (early NC seats were bad). I’d probably end up with a bike not much better than my XSR, but that worked well enough. Both motors have the desirable 270-° crank timing to provide a V-twin throb without the bulk.
I’m tempted to try one and get to grips with the DCT to see if the novelty wears off in the face of the weight and modest horsepower. What really holds me back is the go-anywhere agility of a trail bike. I’d like to see DCT in a CB500X (along with a 270° crank). It’s safe to say that won’t be happening.
After 4 years, in 2020 Klim made the Traverse GTX reducing the vent system to a couple of pit zips and adding armour. In 2025 I bought one.
Tested: Klim Traverse 2 jacket
In a line: Smart looking, well vented and lightweight waterproof shell
UK price: £500 (2025) (bought discounted from Adventure Spec)
Weight: 1025g (verified)
Size tested: Large (me: 6ft 1in/186cm • 205lbs/92kg)
• Light • Has pockets for armour • Dark grey is neither boring black not dull silver • Vertical back vents work with a daypack
• Costs a lot • Not an all-season coat without a heated liner or puffa • Not convinced by cuff vents • Miss the arm cinch straps from the Overland • Left in a hotel in Spain in 2020 ;-(
What they say: The KLIM Traverse line of completely waterproof, extremely durable and functional off-road outerwear is the benchmark in all-conditions comfort. Still unmatched in the industry, Traverse is the one solution trail and dual-sport riders can count on to deliver the most enjoyable ride in the most miserable conditions. This generation of the Traverse receives an intelligent redesign to match the off-road legacy of our Dakar lineup’s improvements including a refined fit, updated reflective materials, and intelligent ventilation system improvements. As durable as ever, better fitting and with an increased comfort range, the Traverse is designed to take the threat of rain out of your riding equation. Ride all day, any day, every day in absolute dry comfort.
Review As with some of my bikes, my Klim Overland was a jacket I’d have been happy to keep were it not part of my self-styled job to keep trying new things. Then in 2016 they dropped the Overland and replaced the original 2010 Traverse with the updated and much lighter Traverse II I have here. Pitched as a light, trail-biking jacket, rather than high-speed touring coat, it’s more or less the same as an Overland but without armour included, elbow cinch straps and less reflectivity too. Plus it comes in a less dreary range of colours. Besides the ubiquitous black there’s a dark olive green and the slate grey I have here.
The light, Gore-Tex 2-layer nylon 66body shell fabric and spread of durable 500D Cordura patches over the arms broad match the Overland – just about adequate for 4-season riding if helped by a heated vest, and up to crashing with a bit of armour. The main zip is two-way, with a velcro rain flap and rain gutter. The adjustable, velcro-tabbed microfleece collar is less of a tight fit than the Overland – or at least it has a velcro closure, not pop studs. And there’s the same adjustable bottom hem to keep draughts at bay.
Vents are the best arrangement I’ve used for truly effective airflow: two huge slanted zip vents on the front (easily opened and closed on the move), with matching smaller exhaust vents at the back (less easily operated with the jacket on, even at a standstill). Vertical back vents still work when wearing the typical daypack.
They’ve added lower arm vents to the Traverse II which I’m not convinced are that useful when you can just open the velcro cuffs. The rationale is that all vents enable you to keep cuffs, front zips and other adjustments closed so armour doesn’t dislodge too much when needed. Although I rarely use it, it’s good to have inner pockets for optional elbow, shoulder and back armour.
Inside there’s the same lightweight mesh liner while will support the addition of some mesh drop pockets, as I did on my Overland (left). Or, you can use the rear vents to access all the space between the mesh and the shell. In large it’s a snug fit on me with not much room for too many bulky layers, but that’s what a good heated vest is for. For that, I found the arm-cinch straps on the Overland were good at pressing the heated liner down on to the arms for added warmth. If it’s a long ride you can do as much with elastic or straps. Other than that, I much prefer the slate grey and nearly black colouring, even if reflectivity has taken a back seat on the Traverse II. Looking forward to Traversing some miles with testing downpours.
Sadly, in March 2020 I left my Traverse 2 in a hotel in southern Spain for what was to be a ride back from Mauritania a few weeks later. That didn’t work out then Covid struck. A year and a half later I doubt I’ll see my T2 again. I am sad.
I’d consider buying the redesigned 2020 Traverse GTX (left). It also looks smart but now simply has pit zips for vents so offers much less flow-through, but less leakage potential too. After a couple of seasons with a Mosko Basilisk then a much lighter Mosko Surveyor non-membrane softshell, I bought a Traverse GTX.
In the UK, July’s ABR show was the only chance to road-test Yamaha’s much-awaited XT700 Tenere before it reached dealers.
As a Tenere rider from the very start, and a fan of Yamaha’s proven CP2 engine from my XSR 700 (below right), I’ve been looking forward to trying the XT7. The show’s timing also allowed a fortnight before a ~3.5% pre-order discount expired, bringing the cost down to £8400.
In a line: With the irresistible CP2 motor and legendary branding, the new XT700 Tenere will be a hit.
What they say [includes typos] When you’re riding the new Ténéré 700, your future can be whatever you want it to be. Because this a go-anywhere motorcycle that enables you to live life without limits and experience a new feeling of total freedom. Driven by a high-torque, 689cc, 2-cylinder engine, equipped with a special optimised transmission that gives you the ideal balance of power and control, this rally-bred long distance adventure bike is built to master a wide range of riding conditions on the dirt of asphalt. The compact tubular chassis and slim bodywork offer maximum agility during stand up or sit down riding – and long travel suspension and spoke wheels give you the ability to get to anywhere you want. Just fill up and go! The Next Horizon is Yours.
• Engine character and response – it’s perfect • Fully adjustable, plush suspension • Pre-load adjustment knob • Weighs 205kg (unverified).Same as my 660Z and less than my CB500X RR • Flat but grippy textured seat • Brakes feel good, road or dirt • Brisk and agile on the road • A display scroll button now on right bar • 25,000-mile valve-clearance intervals • Well set up cockpit • Centre stand – at least an available option • OMG – no beak!
• Is it such a bargain? Over £2k more than an MT-07 • At 16-litres, the tank could use a couple more • Top-heavy at a standstill • At 34.5″ (875mm), the stock seat ishigh (there are lowering options). • Non-adjustable screen • Handguards are all plastic • Screw-in filler cap • Tall riders will need bar risers to stand comfortably
Modern bikes from established manufacturers are now predictably brilliant, and recent launch reviews raved about the XT700. No great surprise there; Yamaha took their time getting the new Tenere just right while keeping the price down. We’ve all read or experienced what happens when that doesn’t happen. And like Honda’s Africa Twin of a few years ago, Yamaha chose to dodge a ‘because-we-can’ horsepower and tech-war with the KTM790 Adventure with which the XT7 is being inevitably compared.
The new Tenere shares the same CP2 motor with the MT-07, Tracer tourer and XSR retro. Everything else is new or different. Since being introduced in 2014, all three have combined to make one of the most successful model ranges for Yamaha. By now over 100,000 units have been sold worldwide and the XT700 will add to that figure just a fast as they can bang them out.
They may have saved time by ignoring electronic aids but, crucially, Yamaha didn’t cut corners on the suspension, which often defines budget Jap bikes these days. And the XT includes one of my favourite gadgets: a 26-click hydraulic pre-load adjustment knob (PLA; left) on the piggyback shock. It means you don’t have to faff about with C-spanners, or more often, hammers and chisels, to alter preload. It may be right under the mudguard collecting crap off the tyre rather than to one side, but this sort of real-world prioritising speaks to riders like me whose eyesight is now too poor to be dazzled by colourful TFT screens, quick-shifters, cornering ABS, traction- and cruise control plus ESA and over a dozen engine modes. Years of hard-won experience have taught us to simply ride appropriately for the conditions and location, be that negotiating a rainy winter’s rush hour, or off-roading alone in the middle of nowhere (left).
Hook up a throttle cable to a CP2 motor and that’s all the traction control you need.
Indeed – just like the old Tenere singles, many commenters (and they are legion) are citing the XT700’s very simplicity including lack of riding aids, as integral to its appeal. It’s kept costs down, doesn’t radically affect the bike’s day-to-day usability, and is one less thing to light up the dash should the electronics play up.
That leaves ABS, which is now mandatory on all new bikes in the EU. Unlike the list above, it’s a safety feature I welcome, and at a standstill, can be disabled for the dirt. (On loose surfaces ABS can cut in too soon and extend braking distances. You don’t want that, though I’ve found at normal dirt speeds ABS on bikes is rarely a problem.)
My impressions Compared to the original T7 concept from a bike show back in 2016 (left), the production bike looks as good, but not dazzling. According to a tape measure, it has nearly the same dimensions as an Africa Twin (right); in fact it’s two-inches longer but it sure looks less bulky. (There were loads of ATs at this show. Great to see how popular they’ve become alongside the You Know Whats).
With a 32-inch inseam and workboots, on the standard 875mm-high (34.5″) seat I was able to get my feet flat on the ground, but with little knee-bend to spare. There’s a lowering kit (£228) which includes a link and, combined with a 20-mm fork drop, lowers the seat height substantially to 837mm (32.9″). Plus there’s a higher, rally seat. I noted coming back to the Yamaha stand one normal-sized bloke struggling to manoeuvre his T7 into place; one foot in the air, the other on tiptoe.
I’d definitely consider the lowering kit, even if the seat will probably lose padding and lowering links (‘dogbones’) alter factory-designed suspension geometry. At least the Tenere’s suspension can be easily retuned, should you notice a difference. I also see on this YT video there’s also a two-part seat option (right), and the rear section can be swapped for a rack.
Although the CP2 motor is a slim unit, they’ve maintained that overall impression with a narrow seat and screen. Even the LCD display is in portrait format to suggest lack of width. This is not a wide-arsed GS12 or XT1200Z, and because of that feels less intimidating and more fun to ride on and off road.
The plain LCD digital dash is a rectangular version of the round unit off my XSR: switchable Imperial/metric speed, gear, fuel and time readouts, plus the same range of seven other metrics in various formats, but with only room to display one at a time. On the MT-07/XSR you reached over and scrolled with a button on the dash. The XT700 has a Select button on the right bar (below) which does the same and so makes it much easier to change the display on the move. Cycling the button seven times hits them all. Neat and simple.
• Ambient temperature (C or F)
• Engine temp
• Average mpg (or other formats)
• Current mpg (ditto)
• Odometer
• Trip
• Another trip?
Up here you also have a power outlet plus a place for another one, and a bar above the display for mounting a navigation aid or even a roadbook at near eye level.
The CP2 (left) may be narrow, but it’s a tall wet sump motor which makes it less suited to trail bikes in need of ground clearance without getting too top-heavy; there’s a lot of mass above those piston crowns and a fuel tank too. This is partly why four-stroke trail and dirt bikes are traditionally dry sump, with a pump and an oil reservoir fitted somewhere.
While repairing my XSR I remember wondering if I could have realistically reduced the 3-inch depth of the protruding sump, even though it was fairly well surrounded by the silencer box and header pipes. Some oil volume would have been lost. On the XT7, under the skimpy 2mm alloy bashplate, it’s the same deep sump, so the longer suspension makes the whole bike top-heavy at parking speeds. It’s nothing new with such bikes, but I did have an … oh shit! moment, lowering the bike onto the stand on an off-camber path to remove dry grass from the hot pipes. It’s a long old way to fall, even at zero mph.
The narrow but steeply raked screen looked like it should do the job. Housed in the rally-style fairing, you’d also hope that, with four-LEDs plus two smaller day-lights, the headlight set-up (left) will do more than just look good once the sun goes down. Sat on the bike, I liked the high, wide but slim feel and, apart from the saddle height and weight, felt right at home on the XT7.
For a bike carrying the Tenere name of the legendary ‘desert within a desert’, only the modest fuel tank capacity spoils the picture. You imagine a sub-205-kg wet weight by any means possible was locked into the design brief, and the easiest way to play with that is tank volume. It’s only 2 litres bigger than my XSR, but if the XT700 averages the same consumption, that will still add up to a range of420 km (260 miles), or between 330 and 510 km. Right on target for a travel bike.
One easy way of unobtrusively supplementing fuel range on the XT would be to attach flat fuel containers low down to the accessory engine crash bars (right; another 200 quid). Fyi, the bike I rode had recorded an average of 58mpg / 20.5kpl since the tank had been refilled. Not spectacular.
T7 test ride
The 45-minute test ride – part of the Tenere Tour doing Europe at the moment – was an escorted run. This meant little chance to grab good photos. About eight German-registered XT7s were available, all with a few light scrapes from previous test rides. My bike showed 3800 miles on the clock. You had to book a time allocation. I arrived before the show gates opened and even then, got on the second or third slot that day. I overheard that by the end of Friday the whole weekend had been booked out. Initially, the route followed a marked grassy trail around the spacious grounds of Ragley Hall, before taking off on a blast around Warwickshire’s lush, midsummer backroads. I was told all these pre-production bikes were all destined for the crusher (a common practice). No chance of getting an ex-test bike cheap. Sad face.
On the trail Pulling away, who can resist the instantaneous grunt of that CP2 engine, characterised by its 270-° crank timing, (left; more here). In the modern era 270 was first used on Yamaha’s TDM900 but has now become almost ubiquitous on big parallel twins. It’s one of my all-time favourite motors, harking back to my XS650 or of course, your favourite 90-° V-twin, whose firing pulse is replicated by a 270-° P-twin crank, but in a much more compact engine. Thanks to revised injection mapping and a new pipe and air box, the XT7’s added low-down torque was noticeable right away and might even have been described as snatchy. The radiator is a little different, too.
According to Yamaha specs, the XT700’s 72hp at 9000 rpm is 5% less than the three CP2-engined road bikes, but it has the same 68Nm of torque at 6500rpm. I imagine the XT’s long, rally-style pipe (left) helps deliver that low-down torque, compared to the stumpy XSR/MT-07 silencers (inset).
The way my clutch was adjusted, initially, the unfamiliar bike was a bit of a handful in the slower sections – or maybe it was just a little snatchy at low rpm. This wasn’t helped by the tall first gear and shallow-blocked Pirelli Scorpion Rallydo-it-all tyres on the flattened dry grass with all the grip of old lino.
Tubeless spoked rims (as found on the XT1200Z) would have blown the XT700 budget, but I have a hope that the rear rim has safety beads, which make sealing with Airtight or BARTubeless a possibility. On the front that’s less likely, but safety-beaded 21s are available. As it is, a tubeless rear is more useful, as on the road that’s where most flats occur.
Gearing Riding along in first hand off the throttle at the 1400rpm tickover, the bike fuelled cleanly but the speedo registered 7mph. As with so many bikes in this category, that’s normal but too fast for trickling uphill round gnarly hairpins without slipping the clutch, though I recall the XSR managing that surprisingly well in Morocco. Problems may occur doing that for too long in hot conditions, but let’s be realistic: this is a 200-kilo bike. Despite the exuberant promo images (left), the elephant in the adventure-motorcycling room is the belief that bikes two or three times the weight of their pilots are manageable on anything more than smooth gravel tracks. For most, they make fun road bikes with a cool, adventuresome image.
Compared to the MT-07 (and probably XSR), I read here that they’ve added three teeth on the rear sprocket but taken one off the front, ending up with 15/46. That adds up to an identical 0.33 final-drive ratio unless I am very much mistaken, so it may have more to do with chain/swingarm clearance for the longer-travel suspension. It’s actually the taller 18-inch wheel with a 150/70-R18 tyre which increases the overall diameter to raise the gearing. Unless they’ve taken the trouble to modify the internal gear ratios, any mention of ‘… special optimised transmission…’ (as above) is presumably just marketing flannel.
Sat upright, grappling the wide ‘bars, at least the big trail bike’s commanding seating position makes you feel both in control and nimble; ready to respond with confidence to whatever’s ahead. It’s not a new idea, but squidgy rubber inserts in the footrests (right) also mean you get the benefits of comfort and isolation sitting down, with boot soles compressing the rubber and biting the serrated metal edges when standing up. Doing this, as expected, I found the fatbars an inch or two too low to stand comfortably (me: 6 foot 1). That can be fixed with Yamaha risers or similar, but I did notice that to get the stock bars up, the rubber-mounted bar mounts (left) are even higher than they were on my XSR. Add some risers and that’s getting on for six inches of leverage on the triple clamp mounts when hammering over rough terrain or when the bike falls over (my XSR ones were bent in the write-off crash).
This may be a red herring and only relevant to taller riders who expect to need to stand, but it’s a problem I’ve encountered on projects when trying to convert what’s essentially a road bike into an all-road travel bike – particularly when attempting to Tenerise a TDM (right) a few years back. You can’t just fit some apehangers and hope for the best. At the front, the XT700 is still a low-headstock, MT-07/XSR road chassis (more below).
Who knows what the settings were, but the suspension coped fine on the trail at our modest speeds. It soaked up what few bumps I could find and had it not, there’s preload as well as rebound and compression damping to meddle with. It was hard to make a worthwhile evaluation in our 10 to 15 minutes on the grassy trails, but it’s unlikely the Tenere’s suspension will urgently need the same Rally-Raid treatment which their CB500Xs benefit from. A great motor and good, adjustable suspension is half the battle won. The brakes too had enough feel plus ABS back-up to inspire confidence and stop you embarrassing yourself. I never knowingly actuated the ABS. It might be an off-road clearance issue, but I‘d have prefered a powerful single rotor on the front; it saves weight and worked fine on an NC750X I tried later. The XT660Z single (right) which this bike effectively replaces was unnecessarily lumbered with twin front discs. The front wheel on that thing weighed a ton.
On the road Truly, there’s nothing more I need from a motorbike engine apart from 100mpg: smooth, ambrosia-like power delivery right off the throttle, but with that sweet, characterful lumpiness of warm rice pudding and which can never be called harshness or vibration. Just as it was on my XSR. I bet the manual Africa Twin and some Triumph twins are similar – a KTM790 I rode wasn’t, and it’s what’s missing from Honda’s bland CB500X.
Once on the highway, the escort riders didn’t dawdle unnecessarily and the XT700 took it all in its stride. Potholes and drain covers didn’t faze the springing, the brakes handled sudden bunch-ups well, and the moto just pulled through it all as fast as you wanted to go. I could have kept going all day. You’re sitting on 200mm or 8 inches of fully adjustable and compliant suspension with USD forks and the PLA on the back. As it’s so easy, I cranked the knob all the way in to 26: the ride was much firmer – ready for some heavy throwovers and a dusty trail. Back at the normal mid-setting, the feel is of being able to hit irregularities with less wincing while – if you know what you’re doing – tuning the damping in both directions as well as easily setting the sag; the vital metric which is more or less 30% of total travel). Where 60 to 70mph was possible, the blast from the slim screen hit me at nose level but still gave useful protection. I could crouch and get out of the wind, but wearing a Moto III didn’t help the aerodynamics. You’re riding a motorbike; don’t expect a turbulence-free cocoon. Just as since time immemorial, the mirrors shared the rear view with my arms but were blur-free.
After a while I noticed that the plastic clutch plate and arm cover (right; not present on earlier CP2 bikes) pressed into my right shin – and this was without knee-high boots. Maybe I have fat calves but it was never an issue on the XSR7 and at least two other reviews have mentioned it. I’m not sure what it does – stop boot rubbing? It could be easily removed.
The stock bashplate (left) is skimpy, but it’s a start. For 200 quid Yamaha do an optional version (right) which better covers the vulnerable water-pump and inlet pipes. These components were good and mashed following a low-side on the written-off XSR I bought. The engine bars pictured far below will work with the standard bashplate.
Revised chassis
The potential of lively owners grabbing big air required a heavily revised frame on the T7.Among other things, on the XSR700 etc, the top of the laid-over shock attaches to a lug on the top of the gearbox casing (above right); an expensive repair if that sheers off during a Great Escape (left). The XT700 has a different linkage for a vertically positioned shock which mounts to a chassis cross-member which is better able to contain shock loads.
They call it double cradle, but you can clearly see above left, it’s not a closed loop. The new (red) downtubes meet the footrest mounts because, using the same rationale as the shock, a bashplate is better mounted to a chassis than a crankcase. I didn’t get a chance to remove the seat and panels to eye up the rear subframe, but again, from the image top left you can see the triangulation is much greater, partly because the silencer needs to hang off it. Round the headstock they’ve added additional bracing. Is that an alloy sidestand? If so I presume it’s solid cast and will be up to supporting the weight of the lent-over loaded bike when oiling the chain or removing the wheel. They do offer an optional centre stand which, having had one for the first time in years on the Himalayan, is a worthwhile redundancy on a travel bike.
The first batch of XT700s are being assembled in France right now from parts made in Japan. This must mean the MBK Industrie plant in Saint Quentin, south of Lille. A few early-adopters got their pre-orders in July 2019; the rest got them from September onwards when production resumed after the August factory break. North America gets bikes shipped directly from Japan some time in late 2020 (as will Australiasia and maybe RSA, following late-2019 deliveries from Europe). The official explanation claims it’s: “Due to differing government regulatory standards and factory production line schedules.” Either way, the wait of a year ought to help eliminate any teething problems, unlikely though they are with the established CP2 engine, at least. And a Japanese-built XT700 might be something to boast about. After all, from 2020 KTM’s similar 790 is said to switch assembly to… O M G.. China!
Summing Up The XT700 is a hard bike to dislike. It lacks the weight of the 850GS and the added bulk of an Africa Twin, the harshness, racket, blingy complexity and cost of the KTM790R, and the relative blandness and cheap suspension of the CB500X as well as, dare I add, an NC750X. Like the CB-X, it’s a modern-day UJAM, not extreme in any way, be it suspension travel, power delivery, appearance, electronic sophistication or price. You see reviewers mention ‘only 72hp’ for a 689-cc-engine and you really have to chuckle. It actually makes nearly 15% more power per litre than the 790, if that matters at all, but either way it’ll do 120, cruise comfortably at 80mph, and overtake swiftly uphill and into the wind when needed. How often do you ride much faster, while still being able to hit the trails with confidence? I came to this test ride fully expecting to love the new Tenere – a bike I tried to emulate two years ago with my XSR Scrambler which, along with the Himalayan, was one of the most enjoyable rides I’ve had in years. I was even considering buying a T7 after the test, with all the risks of delayed delivery, teething problems and depreciation. For the price and the weight, nothing else new in the table below comes close once you factor in its genuine off-road ability for its class. But I’ve not bought a new bike in the UK for nearly 40 years; to me it’s just too extravagant with so much good nearly as good used stuff out there. In a way, knowing that it all turned out well for the XT700 is good enough for me. For the sort of riding I still aspire to, I’d be more comfortable with something a bit lower and lighter.
If not an XT700 then… The man from Honda hinted an 1100 was in the AT pipeline, but right now CRF1000L Africa Twins with about 10,000 miles are going for under £7k. I know, I bought one later. That’s a similarly grunty 270-degree twin (with a DCT option), but in a bigger bike with a lot more weight. BMWs hold their value annoyingly well; used year-old 850GSs with KTM-like tech, tubeless wheels but an AT’s weight currently start at £9k. Meanwhile, there are Rally Raid CB500Xs going from £4300, plain, old-model high-milers from under three grand and 2019 CB-Xs with the desirable 19-inch fronts from just £5200.
A manual AT is 240+ kg
The XT700’s profile and price is pitched midway between the ultra-accessible CB500X and ageing V-Strom, the bulkier Africa Twin and the 790 Adventures and BMs. Even if dynamically you’d assume the 790s must be better out of the crate for hard off-roading (I did try one; not for me), realistically any 200+kg bike can only be exploited by a skilled and fit rider. With talk of a bigger AT, people are wondering if a 7-850cc Africa Twin might spin off from that. Until (or if) that ever happens, the XT700 will have a well-deserved market niche all to itself.
Adventure Motorcycling Handbook 