This week, during the EICMA show in Milan, Yamaha announced updated versions of the MT-09 and MT-09 SP naked sportbikes as well as returning models in several categories, including Hyper Naked, Sport Heritage, Sport Touring, Supersport, and Scooter.
2024 Yamaha Motorcycles: Hyper Naked
Born from the “Dark Side of Japan” design concept, Yamaha says its line of Hyper Naked MT models deliver aggressive street-focused styling and supersport-level capability. In addition to the updated MT-09 and MT-09 SP, the MT-03, MT-07, MT-10, and MT-10 SP return unchanged for 2024.
2024 Yamaha MT-03
The entry-level MT-03, with a liquid-cooled 321cc parallel-Twin with DOHC and 4 valves per cylinder, returns in Midnight Cyan or Matte Stealth Black for $4,999 MSRP.
The middleweight MT-07, powered by a liquid-cooled 689cc CP2 parallel-Twin with a crossplane-style 270-degree crankshaft, DOHC, and 4 valves per cylinder returns in Team Yamaha Blue, Midnight Cyan or Matte Raven Black for $8,199 MSRP
The MT-10, powered by a liquid-cooled 998cc CP4 inline-Four with a crossplane crankshaft, DOHC, and 4 valves per cylinder, returns in Midnight Cyan for $14,499 MSRP.
Yamaha says its Sport Heritage lineup offers equal parts street-conquering performance and standout retro-inspired style. It includes two cruisers and two roadsters.
2024 Yamaha Bolt
The Bolt R-Spec cruiser, which has an air-cooled 58ci (942cc) V-Twin, returns in Raven for $8,899 MSRP.
The XSR900, a larger retro roadster powered by a liquid-cooled 890cc CP3 inline-Triple with a crossplane-style crankshaft, returns in Heritage White for $10,299 MSRP.
The perfect tool for long-distance on-road adventures, Yamaha’s sport-touring motorcycles are designed to provide strong, torquey engines, advanced technology, and all-day comfort. In addition to the 2024 Yamaha Tracer 9 GT+, the open-class FJR1300ES, powered by a liquid-cooled 1,298cc inline-Four and equipped with electronic suspension (ES), returns in Cobalt Blue for $18,299 MSRP.
Yamaha’s line of high-performance R-Series supersport motorcycles are designed for the track as well as the street, combining high-revving engines, agile chassis, and distinctive styling.
2024 Yamaha YZF-R3
The entry-level YZF-R3, with a liquid-cooled 321cc parallel-Twin with DOHC and 4 valves per cylinder, returns in Team Yamaha Blue or Vivid White for $5,499 MSRP.
The middleweight YZF-R7, with a liquid-cooled 689cc CP2 parallel-Twin with a crossplane-style 270-degree crankshaft, DOHC, and 4 valves per cylinder, returns in Team Yamaha Blue, Raven, or Matte Gray for $9,199 MSRP.
The liter-class YZF-R1, powered by a liquid-cooled 998cc CP4 inline-Four with a crossplane crankshaft, DOHC, and 4 valves per cylinder, returns in Team Yamaha Blue or Raven for $18,399 MSRP.
Yamaha says its scooters are built for economical urban fun. Reliable, efficient, and offering motorcycle-inspired capability for handling everything from rush-hour commutes to weekend get-aways.
2024 Yamaha XMAX
The XMAX, powered by a liquid-cooled 292cc Single with SOHC and 4 valves, returns in Granite Gray for $6,199 MSRP.
Gracing the cover of Rider’s October 2022 issue was the Yamaha MT-10, a thrilling naked sportbike based on the YZF-R1. I had the privilege of riding the MT-10 at the press launch in North Carolina, and afterward, Yamaha loaned us an accessorized version for further testing (we’ll have a report in a future issue).
Yamaha also offers an up-spec version called the MT-10 SP. Priced at $17,199 – a $3,000 premium over the standard model – the SP features Öhlins semi-active suspension, steel-braided front brake lines, a polished aluminum swingarm, a YZF-R1M-inspired Liquid Metal/Raven colorway with blue wheels, and a color-matched lower fairing.
The Yamaha MT-10 SP Goes for the Gold
The MT-10 SP is the first production motorcycle to be equipped with the Öhlins NIX30-SV fork and TTX36-SV rear shock. The “SV” stands for “spool valve,” a new damping technology that Öhlins claims improves rider comfort – not typically something high-performance sportbikes are known for.
According to the Swedish makers of those coveted yellow and gold suspension components, “unlike a traditional needle valve, Öhlins’ spool valve features a pressure compensation chamber that balances the force applied to the damper’s actuator, enabling quicker adjustment. The spool valve also provides increased sensitivity and responsiveness at the low and high ends of the adjustment range.”
Öhlins’ NIX30 fork and TTX36 shock are primo suspenders that were developed in the heat of World Superbike and Supersport competition. The semi-active versions on the MT-10 SP use inputs from sensors and a 6-axis IMU to electronically manage rebound and compression damping. Through the Yamaha Ride Control menu, riders can choose between three semi-active damping modes (A-1, A-2, and A-3) and three manual setting modes (M-1, M-2, and M-3).
Damping in the semi-active modes progresses from sporty/firm in A-1 (ideal for track riding) to mildly sporty in A-2 (good for public roads) to comfortable in A-3 (for when you’re loaded up with soft luggage and need to burn miles on a weekend tour). Should a rider feel so inclined, the “automatic” modes can be fine-tuned to suit one’s preferences. Though labeled in ascending order as well, the manual modes are customizable, allowing riders to electronically tune rebound and compression damping independently and save those settings. Preload front and rear must be adjusted manually.
Whereas many electronic rider aids like ABS, traction control, and wheelie control are essentially safety nets that work in the background to increase a rider’s margin of error, electronically controlled suspension truly enhances the overall riding experience. As good as the manually adjustable “analog” KYB suspension is on the standard MT-10, there is no ideal set of preload, rebound, and compression settings that adequately cover the range of riding and road conditions a rider is likely to encounter. The SP’s network of sensors and actuators adjust damping almost instantly – firming up the fork under hard braking to prevent excessive dive, stiffening the rear shock under hard acceleration to prevent squat, and compensating for changes in speed, lean angle, and so on.
At the test ride on the MT-10 SP was the usual gaggle of fast guys on curvy roads, with me doing my best to keep up while also trying to coax my ever-expanding beard up inside my helmet’s chinbar so I didn’t look like a billygoat. We started off at the Petersen Automotive Museum in Los Angeles and made our way along beat-up, traffic-clogged surface streets and poured-concrete freeways to the Pacific Coast Highway and then up into the Malibu hills on roads of varying quality and camber.
The “middle ground” A-2 semi-active mode is the SP’s default suspension setting, and as one might expect, it was firm without being too stiff. It absorbed the concrete seams on the freeway and the unavoidable recessed manhole covers on the PCH without undue harshness. The bike must be stopped before suspension settings can be changed, so at a stoplight, I switched to the sportier A-1 mode before the long, mostly smooth climb up Kanan Dume Road. All was well until I hit a big dip in the pavement at speed, which was a little too jarring for my taste.
After turning onto the notoriously tight, twisty, and – especially after a recent rainstorm – dirty Latigo Canyon Road, our group pulled over after our ride leader’s walkie-talkie fell out of his pocket. I switched back to A-2 mode and attacked the familiar corners with gusto while enjoying an upswell of confidence. Part of what makes semi-active suspension such a game changer in terms of both speed and safety is its ability to keep a motorcycle chassis stable and he tires’ contact patches in contact with the pavement.
After lunch, tumescent with too many tortilla chips and shrimp tacos, I switched over to A-3 mode and enjoyed a softer ride for our return to the Petersen. Burp.
Except for the Öhlins semi-active suspension and steel-braided front brake lines, the latter providing better feel at the lever since the hoses can’t expand under pressure like rubber lines, the MT-10 SP is mechanically the same as the standard model. Which is to say, it’s one helluva motorcycle. The upgraded suspension pairs nicely with the MT-10 SP’s rock-solid chassis, strong brakes, and grippy tires, making for a potent, satisfying combination.
Our First Ride Review goes into more detail about updates to the MT-10 platform for 2022. In a nutshell, its 998cc inline-Four’s fuel injection, intake, and exhaust systems were revised to enhance the engine’s torque character, and new Acoustic Amplifier Grilles atop the fuel tank transmit tuned induction sound to the rider. Yamaha’s Accelerator Position Sensor Grip gives the throttle-by-wire system a more natural feel, and a new 6-axis IMU informs a full suite of YZF-R1-derived electronic aids, including lean-sensitive traction control, slide control, wheelie control, engine brake management, and cornering ABS. Other changes include a one-tooth-smaller rear sprocket, an up/down quickshifter, Brembo brake master cylinders, Bridgestone S22 tires, a 4.2-inch color TFT display, revised ergonomics, and stripped-down styling with full LED lighting.
Without a doubt, the star of the MT-10 show is its CP4 crossplane-crank engine. Rather than the high-pitched whine of a typical inline-Four, the CP4’s uneven firing interval results in a deep growl more like a V-4. Fueling and throttle response are spot-on. The engine feels a tad dull below 4,000 rpm, but it builds up a good head of steam in the midrange and goes gangbusters above 8,000 rpm. This is one of those engines that not only produces impressive power (138 hp at the rear wheel on an MT-10 we dyno’d a few years ago), but also delivers an engaging, visceral experience, encouraging one to roll on and off the throttle repeatedly to savor the full range of its sound and fury.
Through the menus on the TFT display, the Yamaha Ride Control system allows riders to select among four different ride modes (A, B, C, and D) to adjust throttle response and all the other electronic rider aids. Each mode has presets, but everything is customizable. Sifting through the various options and combinations of settings can be a little overwhelming, and Yamaha’s switchgear and menu system isn’t as user-friendly as what’s available on some other bikes we’ve tested, but most owners will find their preferred settings and stick to them. For me, that was suspension mode A-2, power mode 2 (standard), engine braking mode 2 (reduced), brake control mode 2 (lean-sensitive), and middle of the road settings for traction control, slide control, and wheelie control.
With the customization that the Yamaha Ride Control allows, riders can specify different personalities for the SP: hard-charging track weapon, surgical canyon carver, weekend sport-tourer, or daily commuter. Yamaha’s factory accessories for the MT-10 also fit the SP, so riders can further personalize their bike with frame and axle sliders, a Yoshimura slip-on exhaust, a windscreen, a comfort seat, 30L or 50L top cases, soft side cases, and more.
Special Sauce
If you’ve got your eye on the MT-10 and the SP model is within reach, the Öhlins semi-active suspension is worth the upcharge alone. The only downside is that it adds 5 lb to the bike’s curb weight compared to the standard model. The steel-braided front brake lines, polished swingarm, lower cowl, and exclusive paint job are nice bonuses, leveling up the MT-10 SP into a truly special machine. Or, in the words of G. Love & Special Sauce, a Philadelphia band I listened to in my college days: My baby got sauce, Your baby ain’t sweet like mine.
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?