A little over five years ago Yamaha introduced one of the most soul-stirring motorcycles introduced in recent times in the MT-10.I have always been a huge fan of the cross-plane crankshaft YZF-R1 engine. It’s soulful gravelly voice is more sonorous than Stevie Nicks and the wheelies on the MT-10, oh my god, the wheelies.. It’s like it was designed for them.
2022 Yamaha MT-10
The looks, well, they are certainly polarising, and not all that tasty to my palate, but hey, you don’t look at the mantlepiece when you’re stoking the fire, and the MT-10 has plenty of fire.While stoking that fire though there are some visible changes from the cockpit that now includes a new 4.2-inch colour TFT.
New full-colour display derived from the R1
Externally, the look of the MT-10 is tweaked for 2022 but they are lighting and minor detail changes, there is still no mistaking that it is nothing else but an MT-10.
2022 Yamaha MT-10
For 2022 Yamaha has significantly updated the MT-10, the impetus is of course looming Euro 5 legislation but that’s no bad thing as generally the more precise design and tuning needed to meet those standards also produces more power and torque. And that’s the story in the case of the MT-10 too.
2022 Yamaha MT-10
Exact official figures are hard to come by but it seems the increase amounts to around six ponies, bringing the stable up to 164 hp along with a modest increase in torque. Yamaha also claims that mid-range torque is boosted between 4,000 and 8,000 rpm. Yay, more wheelies…
2022 Yamaha MT-10
The sound is a big part of the MT-10 experience and here Yamaha are also claiming improvements via a new air-box with three different intake ducts with different lengths and cross-sections to give the harmony more dynamic range.Yamaha have even fitted new Acoustic Amplifier Grilles that are positioned on the front left and front right of the 17-litre fuel tank. These amplifiers transmit the tuned induction sound directly to the rider, and the vibration of the grilles themselves also contributes to the ensemble, according to Yamaha.
2022 Yamaha MT-10
A new titanium exhaust is used on the MT-10, and this lightweight system features a newly designed titanium downpipes and muffler. Like the new tuned intake, the exhaust has been designed to emit a deep and distinctive sound that emphasises the bike’s uneven 270-180-90-180 firing sequence at lower rpm before the intake roar takes over as the revs rise.
2022 Yamaha MT-10
Yamaha claim improvements in comfort from both ergonomics and seat padding.
2022 Yamaha MT-10
A new Brembo radial master-cylinder is claimed to improve braking performance and tactility while the once optional quick-shifter now becomes standard equipment.
2022 Yamaha MT-10
A six-axis IMU enables the suite of electronic aids to perform at a much higher level. Lean sensitive traction and ABS are augmented with more advanced engine braking management and wheelie control. The menu system allows the parameters to be changed across all these systems independently. You can also set a speed limiter pegged to what ever rate of knots you desire.
2022 Yamaha MT-10
43mm fully adjustable KYB front forks offer 120mm travel and can be set up to match personal riding preferences. At the rear a fully adjustable KYB rear shock can be easily adjusted to handle varying loads and riding styles.
What would have been really nice to see would have been a larger fuel tank. When playing silly buggers the 17-litre tank of the MT-10 is lucky to last 200 kilometres, and for runs in the Aussie countryside a little more range would be welcome.
2022 Yamaha MT-10
Yamaha Australia will not know exactly what colour schemes will be coming to our shores until later this month, and the same goes for pricing. Watch this space…
How good’s this? KTM’s outstanding 1290 Super Duke R one week, Yamaha’s top spec’ MT-10 SP the next. Arguably two of the best naked sports bikes of the current crop. I’d go a step further and say two of the best current sports bikes period. After spending time on these, I’ll be honest and say that I’m not sure why anyone would pony up for a full faired thoroughbred for road use instead of one of these puppies, unless they were doing regular track days. Anyway, let’s get to it.
Yamaha MT-10 SP
The MT-10 SP. What are we looking at here then? It’s essentially the cooking model MT-10 with extra special sauce Ohlins ERS front and rear as well as the flash TFT screen from the R1. The Ohlins ERS (Electric Racing Suspension) bit means that they not only do some techno wizardy that constantly monitors and tweaks the compression and rebound settings for the optimal ride, but it also lets you adjust the overall settings on the fly yourself. It’s a serious bit of tech. And they’re seriously good. I reckon they work best when you’re hard at it – and on rough back roads you’ll want to nip through the first few settings from A, to somewhere in the M range. I found the A settings just fine on smoother roads though. Bloody good in fact.
Ohlins provide the electronic suspenders on the Yamaha MT-10 SP
And the TFT dash has some very trick additions. It has a road mode and a track mode track mode enabling lap timing and displaying best lap or previous and a host of other options. The mode selector (on the left hand side switchgear) allows you to adjust ride modes, power maps, traction control and suspension presets all quite quickly and easily. I’m still not a fan of the multi-function scroll wheel on the right hand side or its interface on the TFT, with more options and screens than ever, but that’s a minor bug bear really. The overall screen layout is pretty solid.
The MT-10 offers the full electronics package
So how’s it ride? Well, compared to the R1 which of course shares its epic cross-plane engine, the SP is a far more accessible option. With a far more comfortable upright riding position and seat, it’s a legitimate commuter and tourer as well as a weekend scratcher. And it positively LOVES pointing the front wheel towards outer space. I reckon if Yamaha put a fairing on this, it would be the modern equivalent of older generation Honda VFRs. Which sold by the boatload. Just sayin.
The MT-10 SP shares the R1 powerplant but is more accessible
Styling wise the front end treatment is certainly distinctive. I reckon it’s trying to be as funky as the old K1300R, but it looks a little transformerish to me. Like a blue bumblebee. I personally think it would be better off with a more standard looking headlight set-up. Yamaha have had some nice ones over the years like the older FZ1-N for instance. Either way… looks are subjective and when you’re riding it you are not going to be looking at it unless you are in the process of crashing…
A distinct Transformer style headlight design is featured
But you do notice the engine. I’ve written about the cross-plane donk before and hopefully will again soon, but my god it’s good. And combined with the R1 quick shifter it’s just ridiculous. The MT-10 is tuned more for torque than the R1, with peak torque of 110 odd Nm coming in at 9000 rpm. There’s about 160 ponies on tap too. On the road there’s serious surge from 5,000 rpm which you’re sitting just below at highway speeds in top gear. Big hump. Right off idle. It’s addictive. And the soundtrack is sublime. I personally preferred the B mode map 2 which I found an ideal blend for performance and shenanigans. It wasn’t quite as aggressively tuned as A mode and the map 2 just softened the throttle ever so slightly, allowing for more controlled lofting of the front 🙂 Speaking of, it’ll happily hold up the front in fifth… ahem.. so I’m told… Bonkers.
The MT-10 SP provides 160 hp with ride modes
Steering wise, the front end is probably the only part that I reckon could do with a tweak. It felt to me like it was a touch over done on the steering damper side of things. Made it feel a little heavier than I’d prefer. You really notice it when pushing it around on foot and at low road speeds. That said, it diminishes somewhat as the speed rises and the result is a front end that feels dyna-bolted to the road, it’d just about take a hit with a bus to put it off line. I reckon it’d be pretty ace on a tight track… Combine it with the very effective traction control system borrowed from the R1 (I was happy with setting 2), and you can really take liberties when getting up it. On the right bit of road I regularly found myself exiting corners with the back squirreling ever so slightly for grip before catapulting me towards the next bend. Not once did the front protest or even wriggle.
The front end was on the heavy side, with a tweak to the steering damper maybe in order
It’s no lightweight either. With a wet weight of 210 kilograms it has a certain solidity to it, which no doubt helps the planted feeling of the front end. You do feel the heft when tipping into corners. Not a lot. And it’s not heavy per se, but it does tip in slower than you might think. However, it’s uncannily stable for a sports bike.
Anything else? The fuel gauge has the same quirk as the R1 in that it only shows full, then half full, then finer increments below half. Weird. Makes planning longer trips with bigger gaps between fill-ups a little more taxing if you don’t remember to re-set the trip meter. Oh and speaking of fuel – it doesn’t mind a sip of the good stuff. You’ll be filling up before you get to 250 kilometres. The fuel light was coming on for me just after 200 km – and I was putting in about 14-litres worth at 220 km. Its an 18-litre tank so you’d get another 50 km or so more than that depending on how full to the brim it was when filled. So it’s acceptable, but not great. That means a daily top-up for me. Not that it matters much when you have that engine at your fingertips. Oh – I do think something with an SP badge should come with a nice muffler too. But maybe that’s just me.
An 18 L fuel capacity should be good for 250km
There’s very little to fault with the MT-10 SP. I reckon it could quite possible be the best bike in the Yamaha fleet in fact. I’d have one as a sporting road bike option before the R1 nine times out of ten. And I’d be able to comfortably use it every day. Commute on it. Load it up and do weekend tours on it. And still take it to most tracks in the country and have a blast. It would only be left wanting on the fastest flowing circuits like Phillip Island where fairings come in a bit handy…
A special SP exhaust wouldn’t go astray on the MT-10
It’s a ripper. Going back to the intro and the comparison to the new (not quite here yet) KTM 1290 Super Duke R. Is the MT-10 SP better? They were line-ball last year with a split vote from MCNews, but I think team orange have moved the game on a bit since then… That said the cross-plane engine has a distinctly additive character that will win plenty over. In truth they’re both great rides. And both have slightly different personalities. I think it’d come down to your own riding style, aesthetic preference and any brand allegiance you had.
Is the Yamaha MT-10 SP the pick of the Yamaha line-up… seems that way…
Ride both. Pick a colour. Toss a coin. Pick an engine you like the best. Consult the 8 ball. Either way you can’t go wrong. Have I mentioned we’re spoilt for choice as bike riders before?
Yamaha MT-10 SP
Why I like it
Way more comfortable than the R1. Its an everyday option.
That R1 crossplane engine. Its drool inducing. Holds the front up in 5th…
Easy ride mode switching on the move
Flash Ohlins completes the package
I’d like it more if
Dial the steering dampener back a smidge
Not convinced on the bumblebee face
The scroll wheel controller and screen interface needs a rethink
The fuel tank gauge was more incremental and a little bit more range would be nice
An ‘SP’ should have a ‘better than stock’ muffler shouldn’t it?
