Duel Yamaha MT-10 SP Vs Kawasaki Z1000R: monstrous !
Sharpened by high-end peripherals, the Kawasaki Z1000R and Yamaha MT-10 SP embody the quintessence of high-performance Japanese roadsters with a strong character. Their supercharged 4-cylinders and their tortured faces confirm it: this new MNC duel will be explosive !
Duel MT-10 SP Vs Z1000R – P2: Dynamic
Hulk versus Goliath, Hercules versus Musclor: this is the kind of match of colossal proportions inspired by our repeat tests between the MT-10 SP and the Z1000R! This surge of power is perpetual: regardless of the gear engaged, one like the other pushes hell. And that’s good, because their selection is rather rough: long live the shifter on the Yamaha !
Particularly sensational, the MT-10 SP gives the impression of having a score to settle with the asphalt at each acceleration: its rear tire in 190 mm (same for the Z) bites the road with such ferocity that we almost fear to see the tar crumble! This "CP4" takes its turns with incredible promptness and enjoyable savagery: of all Japanese motorcycles, the MT-10 is undoubtedly the most temperamental..
Uncomfortable at very low speeds (when the Z1000 purrs like a cat), the Yamaha sets off correctly from 2000 rpm, then swings its first blows at 4000 rpm. Its insane respondent – divinely amplified by its MotoGP soundtrack – fears the worst for the Z1000 … Serious mistake: the Kawasaki, less sensational but certainly no less efficient, does better than defend itself !
Shaking up all our predictions, Akashi’s Green stands up to her rival from Iwata: better, she dominates in the first third of the tachometer! And this resistance does not come from any difference in gear: the speeds are almost identical on all ratios, with at best 250 rpm more for the Kawasaki (5500 rpm at 130 km / h in 6th gear for the Yam ‘against 5750 for the Kawa). In short: the Zed does not shoot particularly shorter than the MT.
Its 4-cylinder engine is like a steamroller: its hardened steel muscles develop phenomenal strength. And this hellish fishing extends to all diets, without any loss of form. Relentless! The rough blows sent by its rival are certainly more exciting, but they come up against the mind-boggling consistency of the Z1000R. Once again, MNC congratulates the Kawasaki engine manufacturers !
Those who consider the 4-cylinder in line for an architecture "devoid of character" are invited to try one of these two motorcycles: your benchmarks will be permanently upset! And if the Yamaha ends up imposing its 20 hp and its additional extension (12,000 rpm at the breaker against 11,000), it needs enough space for that … and a 10,000-point license !
Both, however, have some small flaws: the Z1000 still vibrates as much – sensitive from 4000 rpm and painful from 7000 rpm -, when the M-10 suffers only slight tremors but heats up enormously in the city. Their throttle also offers a precise and proportional response, but marred by jerks on the go-around.
The Yamaha is also particularly gluttonous: from 6.48 to 8.2 l / 100 km on average during this test, against 5.38 to 6.71 l / 100 km for the Z1000. In "sporty" driving, its volcanic temperament can even lead it to exceed 9 l / 100 km! Suffice to say that the local gas station attendant will quickly tutor you by filling his 17-liter tank (like the Z1000) !
In terms of comfort, no jealousy: both have a solid oak saddle – 10 mm higher on the Yamaha: 825 mm – under which no storage space is provided. The Yamaha scores points every day thanks to its 12V socket near the dashboard, its unexpected cruise control and its turning radius slightly better than that of the Z1000R.
Hold on to the branches !
In the winding, the MT-10 SP maintains the slight advantage created by its engine – with a lot of effort! – thanks to its recent design and its 11 kg less. The bets on the angle are disconcertingly easy, for the benefit of dynamic driving. It feasts on the entries in bleeding curves, well helped by a very communicative front axle: the "tire-front-handlebar" connection is crystal clear. In this, the Yamaha is on par with the best European motorcycles.
However, driving it with the whip requires more physical involvement than on the Z1000R … and above all a lot of composure! The reason ? The fickle temperament of its front wheel, which points straight up to the sky if the throttle is wide open in the first three gears. Fun and exhilarating on smooth asphalt, but wearing – even scary – on bumpy portions…
The Green is not as sharp when triggered and tends to widen at the exit because of the inertia, but on the other hand it turns as if placed on a rail. The Z1000R benefits from a less explosive power supply, therefore more easily manageable, but also from a position better suited to sporty driving. Starting with its super indented tank, in which the thighs literally fit instead of spreading them apart like the Yamaha does.
In addition, the Kawasaki has a lower fixed handlebar that gently tilts the bust forward, for the benefit of better control. Conversely, like the whole "MT" series, the Yamaha cultivates ergonomic paradoxes: its footrests are further back – sporty way -, but its handlebars are extremely wide and raised a bit like … on a trail.
This "hybrid" position – to which you have to get used to – certainly plays a role in its propensity to frequently go wheeling: the pilot is more upright and especially further back than on the Z1000R, whose front axle is therefore more flat. on the ground by the support of the body. Whereas when the pace picks up, tilting your chest towards the driving position becomes an obligation on the MT-10 SP !
The best is not always the friend of the good…
In this "Arsouillesque" framework, MNC thought that the very sophisticated Ohlins equipment of the Yamaha would make the difference: there again, mistake! Much too firm in automatic modes, its electronic damping requires a bitumen free of any irregularity. A circuit, in biker jargon! Or the perfectly maintained roads of South Africa on which Yamaha has – voluntarily ? – …
In "real" life, on the small roads of the French secondary network, the Kawasaki pulls out of the game: thanks to its Ohlins shock absorber, the Z1000R offers the progressiveness and responsiveness that are painfully lacking in the standard "Zed". A treat from all points of view! Efficiency, comfort, stability: the Green is a hit. Same satisfaction with its exceptional braking, more powerful and yet easier to dose than that of the MT-10.
Too restless in the bumpy portions, the MT-10 SP is penalized by the dryness of its damping, which affects both directional precision and its traction. Automatic mode "A1" (the sportiest) or "A2" (less firm), nothing helps: the Yamaha tends to bounce on shocks instead of absorbing them. Beside, the Zed passes for a flying carpet !
A little frustrated, MNC looked into the countless adjustments offered by the manual modes (M1, M2 and M3): the hydraulics are no longer managed in real time by the electronics, but operate within a range defined by the user. Le Journal moto du Net has programmed three configurations: one with very firm calibration, the second with intermediate settings and the last frankly flexible. And it’s a revelation: the time spent is not wasted, believe us !
The differences are striking and the behavior with the intermediate option makes it possible to have an efficient and comfortable motorcycle, far from the piece of wood bouncing on the bumps caused by the automatic modes A1 and A2. In addition, the operation of the suspensions is more predictable and constant, in short more natural than in "Full auto" management. Tested and approved !
Verdict: the MT-10 SP is the strongest head !
Transcended by its necessary damping adjustments, the MT-10 SP easily sticks to the sides of the Z1000R … for whom the game suddenly gets complicated! Well-tuned, the Yamaha can finally show off its star arguments: a hyper-lively engine, superior dynamism and appreciable assistance from electronics. La Verte begins to blush…
Faced with this "R1 in thong", the Z1000R is jostled and finally dominated: the MT-10 SP is both more sensational and more efficient … on condition, however, to fine-tune its "bullets". Like what, a "good old" mechanical shock absorber well adjusted remains preferable to a display of sophistication with perfectible calibration. A good hearer…
In the end, it is a generational conflict that opposes these two motorcycles: despite very, very, beautiful remains, the "Zak" begins to show the weight of a slightly aging design. A little diet and some electronic safety nets would easily put it back on top. As for its engine, it’s simple: except for its vibrations to be eradicated, do not touch anything, Mr. Kawasaki !
The next vintage of the Z1000 should meet these expectations in the near future: given the pace of renewal at Kawasaki, the roadster should evolve by 2019. Unless the Greens decide to give free rein to the recent Z900 by removing the Z1000? Possible…
Nevertheless, keeping a double offer is interesting with on the one hand the more accessible Z900 and on the other the Z1000R with increased potential. The assurance that all bikers will find their account! The Z1000R is also renewed as it is this year, with a few cosmetic exceptions: compared to the 2017 model tested here, the adopts in particular refined indicators. The battle is not over between the most "monstrous" Japanese roadsters … Stay tuned !
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