2012 Na Yamaha Super Tenere Manual

							
haha FEATURES
1-2
EAS20170
FEATURES
EAS30340
OUTLINE OF THE FI SYSTEM
The main function of a fuel supply system is to provide fuel to the combustion chamber at the optimum 
air-fuel ratio in accordance with the engine operating conditions and th\
e atmospheric temperature. In 
the conventional carburetor system, the air-fuel ratio of the mixture that is supplied to the combustion 
chamber is created by the volume of the intake air and the fuel that is metered by the jet use\
d in the 
respective carburetor.
Despite the same volume of intake air, the fuel volume requirement varies by the engine operating con-
ditions, such as acceleration, deceleration, or operating under a heavy load. Carburetors that meter the 
fuel through the use of jets have been provided with various auxiliary devices, so that an optimum air-
fuel ratio can be achieved to accommodate the constant changes in the operating conditions of the en-
gine.
As the requirements for the engine to deliver more performance and cleaner exhaust gases increase, 
it becomes necessary to control the air-fuel ratio in a more precise and finely tuned manner. To accom-
modate this need, this model has adopted an electronically controlled fuel injection (FI) system, in place 
of the conventional carburetor system. This system can achieve an optimu\
m air-fuel ratio required by 
the engine at all times by using a microprocessor that regulates the fuel injection volume according to 
the engine operating conditions detected by various sensors.
The adoption of the FI system has resulted in a highly precise fuel supply, improved engine response, 
better fuel economy, and reduced exhaust emissions.
2,3
1
5,6,7,89 11
18
17 15,16 14 13 12
10
4
1. Engine trouble warning light
2. Ignition coils
3. Spark plugs
4. Intake air temperature sensor
5. Throttle position sensor
6. Accelerator position sensor
7. Intake air pressure sensor
8. Throttle servo motor
9. Fuel injectors
10. Fuel pump 11. Lean angle sensor
12. Rear wheel sensor
13. Coolant temperature sensor
14. Crankshaft position sensor
15. O
2 sensor #1
16. O 2 sensor #2
17. Battery
18. ECU (engine control unit)  
						

							
haha FEATURES
1-3
EAS23P1100
FI SYSTEM
The fuel pump delivers fuel to the fuel injector via the fuel filter. The pressure regulator maintains the 
fuel pressure that is applied to the fuel injector at 324 kPa (3.24 kgf/cm ², 47.0 psi). Accordingly, when 
the energizing signal from the ECU energizes the fuel injector, the fuel passage opens, causing the fuel 
to be injected into the intake manifold only during the time the passage remains open. Therefore, the 
longer the length of time the fuel injector is energized (injection duration), the greater the volume of fuel 
that is supplied. Conversely, the shorter the length of time the fuel injector is energized (injection dura-
tion), the lesser the volume of fuel that is supplied.
The injection duration and the injection timing are controlled by the ECU. Signals that are input from the 
throttle position sensor, accelerator position sensor, coolant temperature sensor, lean angle sensor, 
crankshaft position sensor, intake air pressure sensor, intake air temperature sensor, rear wheel sensor 
and O 2 sensors enable the ECU to determine the injection duration. The injection timing is determined 
through the signals from the crankshaft position sensor. As a result, the volume of fuel that is required 
by the engine can be supplied at all times in accordance with the driving conditions.
1
14 15 B
13
12 11
10
16 9
A
2 8
3
C
6
54
7
#1 #2
1. Fuel pump
2.
 Injector
3. ECU (engine control unit)
4. Throttle position sensor
5. Accelerator position sensor
6. Rear wheel sensor
7. Lean angle sensor
8. O 2 sensor
9. Catalytic converter
10. Coolant temperature sensor
11. Crankshaft position sensor
12. Intake air pressure sensor 13. Throttle body
14. Air filter case
15. Intake air temperature sensor
16. Throttle servo motor
A. Fuel system
B. Air system
C. Control system  
						

							
haha FEATURES
1-4 EAS23P1098
YCC-T (
Yamaha Chip Controlled Throttle)
Mechanism characteristics
Yamaha developed the YCC-T system employing the most advanced electronic control \
technologies.  Electronic control throttle systems have been used on automobiles, but Yamaha has developed a fast-
er, more compact system specifically for the needs of a sports motorcycle. The Yamaha-developed 
system has a high-speed calculating capacity that produces computations of running conditions every 
1/1000th of a second.
The YCC-T system is designed to respond to the throttle action of the rider by having the ECU instan-
taneously calculate the ideal throttle valve opening and generate signal\
s to operate the motor-driven 
throttle valves and thus actively control the intake air volume.
The ECU contains two CPUs with a capacity about five times that of conventional units, making it pos-
sible for the system to respond extremely quickly to the slightest adjus\
tments made by the rider. In par-
ticular, optimized control of the throttle valve opening provides the op\
timum volume of intake air for 
easy-to-use torque, even in a high-revving engine.
Aims and advantages of using YCC-T
 Increased engine power
By shortening the air intake path, higher engine speed is possible   Increased engine power.
 Improved driveability
Air intake volume is controlled according to the operating conditions   Improved throttle response to
meet engine requirement.
Driving force is controlled at the optimal level according to the transmission gear position and engine
speed   Improved throttle control.
 Engine braking control
Due to the throttle control, optimal engine braking is made possible.
 Simplified idle speed control (ISC) mechanism
The bypass mechanism and ISC actuator are eliminated   A simple mechanism is used to maintain
a steady idle speed.
 Reduced weight
Compared to using a sub-throttle mechanism, weight is reduced. 4 32
1
1. Accelerator position sensor
2.

Throttle servo motor
3. Throttle position sensor
4. Throttle valves  
						

							
haha FEATURES
1-5
YCC-T system outline
7 8
9
10
11 5
64
3 2
1
1. Throttle position sensor
2. Throttle servo motor
3. Accelerator position sensor
4. ECU (engine control unit)
5. YCC-T CPU
6. FI CPU
7. Sensor input
8. Neutral switch
9. Crankshaft position sensor
10. Rear wheel sensor
11. Coolant temperature sensor  
						

							
haha FEATURES
1-6
EAS23P1060
OUTLINE OF THE UBS
This model is equipped with a unified brake system (UBS) that operates the rear brake when the brake 
lever is squeezed.
When the brake lever is squeezed, the rear brake force is controlled electronically according to the 
brake lever input (hydraulic pressure) and vehicle speed (deceleration). During tandem riding or when 
the vehicle is carrying a heavy load, the rear brake force generated by the UBS is higher to increase 
vehicle stability.
If the brake pedal is operated before the brake lever, the UBS will not operate. However, if the brake 
pedal is operated while the UBS is operating, the UBS will continue to o\
perate until the brake pedal 
input exceeds the rear brake force generated by the UBS. Then, the rear braking will switch to rider 
control.
TIP
If the brakes are operated while the vehicle is traveling at low speeds,\
 the UBS will only generate a 
small brake force.
UBS operation
 Brake lever input only: Front braking and rear braking with hydraulic pump (with UBS operation)
Brake lever only operated (UBS operation)
 Brake pedal input only: Rear braking (without UBS operation)
Brake pedal only operated
a. Input
b. Automatic pressurization (normal) a. Input
c. During tandem riding or when carrying a load
d. Automatic pressurization (high)
a
b
ca
d
a. Input
b. No automatic pressurization
b
a  
						

							
haha FEATURES
1-7
 Brake lever input and brake pedal input: Front braking and rear braking (with and without UBS oper-
ation)
Brake lever and brake pedal both operated
UBS diagram
A. Brake lever is operated before brake pedal
a. First input
b. Second input
c. Brake fluid is automatically pressurized until the 
    second input exceeds the automatic 
    pressurization B. Brake pedal is operated before brake lever
a. First input
b. Second input
d. No automatic pressurization
a
b
c
adb
AB
a
a
2
1
b
b
c
bb
b
3
6 54
1. Rear brake master cylinder
2. Front brake master cylinder
3. Hydraulic unit assembly (ABS ECU)
4. Right front brake caliper
5. Left front brake caliper
6. Rear brake caliper a. Input
b. Pressurization
c. Pressurization (hydraulic pump pressurization 
by UBS)  
						

							
haha FEATURES
1-8
When the brake lever is squeezed, the front brake master cylinder pressure sensor in the hydraulic unit 
detects the hydraulic pressure. The ABS ECU calculates the appropriate rear brake force according to 
the detected hydraulic pressure and sends a signal to the rear brake hydraulic pump. The hydraulic 
pump pressurizes the rear brake caliper using electronic control to operate the \
rear brake.
TIP
 If the brake pedal is depressed while the brake lever is being squeezed, the brake pedal may feel hard 
due to the operation of the UBS, but this does not indicate a malfunctio\
n.
 If the rider squeezes the brake lever while resting their foot on the brake pedal, a vibration can be felt 
at the brake pedal due to the operation of the UBS, but this does not in\
dicate a malfunction.
NOTICE
ECA23P1054
• The UBS does not operate before the vehicle starts off.
 If the vehicle is stopped by operating the brake lever only, the brake force due to the operation 
of the UBS will be maintained while the brake lever is squeezed. However, if the brake lever is 
released, then squeezed again, the UBS will not operate.
NOTICE
ECA23P1055
 The unified brake system is a system to assist the brake operation. However, both the brake lever and the brake pedal must be operated for maximum braking effect.
 Because the balance between the front brake calipers and the rear brake caliper in the unified  brake system is determined electronically, be sure to use the specified \
brake pads.
 Each set of brake pads should be checked individually and replaced if necessary.
When vehicle is stopped using brake lever only
UBS hydraulic pressure map
The appropriate hydraulic pressure is distributed according to the load being carried by the vehicle. See 
figure  “A”.
The coefficient is set according to the vehicle speed when the brake input starts and remains constant 
until the brake input stops. When the brakes are operated continuously to slow the vehicle, the coeffi-
cient (UBS brake force) does not decrease together with the vehicle speed. See figure  “B”.
A. Deceleration
a. Input
b. Automatic pressurizationB. Vehicle stopped
c. Input maintained
d. Pressurization maintainedC. Brake lever released, then 
    squeezed again, after vehicle 
    stops
e. Brake lever released, then 
    squeezed again
f. No automatic pressurization
e
ac
b
df
ABC  
						

							
haha FEATURES
1-9
a e
c
b
d
A
0
20 40
60 80
100 120 140
f
h
gB
a. Hydraulic pressure distribution
b. Rear brake output (bars)
c. Front brake input (bars)
d. Rider only
e. When carrying the maximum load
f. Vehicle speed coefficient
g. Coefficient (%)
h. Speed (km/h)  
						

							
haha FEATURES
1-10
EAS23P1061
OUTLINE OF THE ABS
1. This model is equipped with the latest, advanced type of ABS, which has impro\
ved feeling during  operation and smoother braking than previous ABS brakes. The ABS ECU detects the hydraulic 
pressure using the pressure sensors and controls the pressure linearly using continuously variable 
adjustments to obtain the appropriate pressure when the wheels have a tendency to lock or accord-
ing to the operation input (hydraulic pressure) from the brake lever o\
r brake pedal.
2. If the wheels have a tendency to lock during brake lever input, brake pedal input, or UBS control, the  ABS will operate.
3. The hydraulic unit assembly, which is the main component of the ABS, is centrally located on the  vehicle to increase mass centralization.
ABS layout
A
A
12
1
23
67
8
9
10 11 12 13
4,5
1. ABS warning light
2. Front wheel sensor rotor
3. Front wheel sensor
4. Right front brake caliper
5. Left front brake caliper
6. ABS ECU fuse
7. ABS solenoid fuse
8. Rear wheel sensor rotor
9. Rear wheel sensor
10. Rear brake caliper
11. ABS test coupler 12. Hydraulic unit assembly
13. ABS motor fuse  
						

							
haha FEATURES
1-11
Useful terms
 Wheel speed:
The rotation speed of the front and rear wheels.
 Chassis speed:
The speed of the chassis.
When the brakes are applied, wheel speed and chassis speed are reduced. However, the chassis 
travels forward by its inertia even though the wheel speed is reduced.
 Brake force:
The force applied by braking to reduce the wheel speed.
 Wheel lock:
A condition that occurs when the rotation of one or both of the wheels has stopped, but the vehicle 
continues to travel.
 Side force:
The force on the tires which supports the vehicle when cornering.
 Slip ratio:
When the brakes are applied, slipping occurs between the tires and the road surface. This causes a 
difference between the wheel speed and the chassis speed.
Slip ratio is the value that shows the rate of wheel slippage and is defined by the following formula.
0%: There is no slipping between the wheel and the road surface. The chassis speed is equal to the 
wheel speed.
100%: The wheel speed is  “0”, but the chassis is moving (i.e., wheel lock).
Brake force and vehicle stability
When the brake pressure is increased, wheel speed is reduced. Slipping occurs between the tire and 
the road surface and brake force is generated. The limit of this brake f\
orce is determined by the friction 
force between the tire and the road surface and is closely related to wheel slippage. Wheel slippage is 
represented by the slip ratio.
Side force is also closely related to wheel slippage. See figure “A” . If the brakes are applied while keep-
ing the proper slip ratio, it is possible to obtain the maximum brake force \
without losing much side force. 
ABS allows full use of the tires ’ capabilities even on slippery road surfaces or less slippery road surfac-
es. See figure  “B”.Slip ratio =
Chassis speed 
– 
Wheel speed × 100 (%)
Chassis speed