All Tests – Yamaha MT-10 Test: killer face and athlete’s body – MNC technical update: Yamaha MT-10 2016

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Yamaha MT-10 test: killer face and athlete’s body

All Tests - Yamaha MT-10 Test: killer face and athlete's body - MNC technical update: Yamaha MT-10 2016

The first Japanese manufacturer to have transformed its Superbike into an elite roadster with the FZ1 in 2006, Yamaha is back ten years later with the MT-10. And what does a naked R1 Crossplane look like? Unparalleled sensations and efficiency ! Test.

MNC technical update: Yamaha MT-10 2016

Engine

Directly taken from the last generation of the launch in 2015, the 4-cylinder in-line of the MT-10 uses the famous Crossplane setting used on the Superbike since. The ignition sequence at irregular intervals (270 ° / 180 ° / 90 ° / 180 °) of the "CP4" remains the same, as its distinctive sound here highlighted by a specific silencer with side outlet in titanium.

Power decreases on the roadster, going from 200 to 160.4 hp, to the benefit of availability and mid-revs. By the way, the torque also decreases slightly (111 Nm against 112.4), probably due to the transition to the most recent standards (the MT-10 is Euro4 approved, unlike the R1).

Among the changes made to deradicalize the MT-10, 40% affect the engine. These include the completely modified intake circuit with a larger airbox (12 liters against 10.5 on the R1) and the redesigned and reconfigured exhaust and power system. New forged pistons, a new cylinder head and a new balance wheel also appear..

By the way, all these improvements allow Yamaha to contain costs by leaving aside the high-end materials and technologies developed for the Superbike, such as its titanium connecting rods (steel on the MT-10), the intake horns to variable lengths or its cylinder head covers and magnesium oil pan.

Other common tips for deflating the 4-legged: the maximum speed is lowered (12,000 rpm against 14,000 on the R1) and the compression ratio loses a point, going to 13: 1 on the R1 to 12: 1 on MT. Finally, the final chain transmission is shortened to boost the relaunches, while the injection – managed by an electronic accelerator, like the R1 – is reconfigured..

The crankshaft and the flywheel are also heavier in order to give roundness to the engine but for the rest, nothing changes: the block of 998 cc retains its super-square dimensions (79 x 50.9 mm) and its distribution by double ACT. On the other hand, the superb aluminum screws of the Superbike give way to steel screws, heavier certainly but also less expensive. !

The overhaul intervals are identical to those of the R1 (every 10,000 km) for this engine which had some youthful problems in its early days, first with a faulty oil hose then with the gearbox. gears (risk of breakage on the 2nd gear gears). Two mechanical problems that were the subject of the first year in 2015…

Cycle part

Even if Yamaha announces 60% of parts changed, the MT-10 relies heavily on the R1 at the cycle part. Nothing illogical after all, since it allows both to flatter the ego of future roadster owners, while accelerating the depreciation of the parts concerned. Any benefit !

Similar to that of the R1 therefore, the frame of the MT-10 is an asymmetric aluminum perimeter, a solution traditionally called "Deltabox" at Yamaha. The engine, attached to the cylinder head and crankcases, plays a supporting role.

The rigidity of the frame has been reworked in some places to offer more flexibility, synonymous with comfort on bumpy roads. The banana-type aluminum swingarm is very similar in design to that of the R1. However, it is shorter, a consequence of the 5 mm shortening of the wheelbase (1400 mm on the MT-10 against 1405 mm on the R1).

Extremely contained, this wheelbase would be "35 mm lower than its closest competitors", notes Yamaha with satisfaction. The poster 1439 mm for example, and the 1481 mm between its two axles of wheels. Another striking comparison: the, however compact and very agile, culminates at 1440 mm of wheelbase

Still in the interests of economy, the magnesium rims of the R1 are replaced by aluminum elements and the rear buckle is made of steel instead of the precious magnesium adopted on the Superbike. Note that this frame accommodates fixings designed to hang semi-rigid luggage, sold as accessories. Not stupid.

The triple trees and footrests are different from those of the less upscale R1. Finally, the tank retains its 17 liters of capacity but trades the aluminum used on the R1 with steel, heavier but less expensive to produce..

So many changes that are inevitably felt on the scale: 210 kg all full made against 199 kg for the R1. This weight remains contained, even if some competitors do better in the matter: with the same engine architecture, the poster for example 3 kg less (207 kg) … but admits it 11 kg more (221 kg) !

The suspensions are the same as on the R1: a fully adjustable 43mm Kayaba inverted fork at the front, as well as a separate cylinder monoshock, also fully adjustable (including high and low speed compression). The steering damper remains fitted as standard. The damping laws have been recalibrated for the benefit of comfort, essential on a roadster.

Braking is entrusted to 4-piston radial calipers and 320 mm discs (220 mm at the rear). Similar to that of the R1, this device is however a step below, especially since it loses the braided hoses. ABS is standard, since it is mandatory on all 2016 vintage motorcycles. However, this deactivatable ABS loses its front-to-rear coupling function introduced on the R1.

Electronics and piloting aids

It is also – especially? – in terms of assistance that the MT-10 differs the most from the very sophisticated R1. If the roadster offers, like the sporty, three injection maps accessible to the handlebars (standard, A and B) and an anti-dribble clutch, the rest is much less advanced.

The very elaborate six-axis inertial unit inaugurated on the Superbike is thus not repeated on the roadster, which is satisfied with a more basic ECU informed by less advanced and fewer sensors..

Concretely, where the brain of the R1 is able to measure the position of the motorcycle on all planes to refine the action of the traction control according to the angle and the attitude, that of the MT-10 just conventionally compare the rotational speed of the wheels to prevent, then act on an escape from the rear.

Identical to the one used on the, the or even the, this TCS traction control is however far from being dropped – despite the repeated assaults of the 160 hp of the MT-10! -, especially since it can be configured on three levels (new on the R1) and can be deactivated (only when stationary, from the left stalk).

The new spearhead of the Yamaha roadster range does not either receive all the battery of assistance derived from MotoGP discovered on the R1, such as the "slide control system" which manages the lateral sliding of the rear tire, the very fine anti- configurable wheeling and starting assistant.

The MT-10, on the other hand, comes standard with a new cruise control which is triggered – from 50 to 180 km / h on the last three gears – from the left commodo. Relevant on a road motorcycle, this tool is less relevant on a roadster, especially sporty! We would have preferred that Yamaha kept the shifter, standard on the R1 and optional on the MT-10…

Note that the hierarchy of the injection maps that can be selected from the right stalk (when driving, gas cut) is reversed: mode B is now the sportiest, with the most immediate arrival of power, when mode A becomes the smoother with lower responsiveness. The Standard function remains the intermediary, in the end the most pleasant to use in 95% of cases.

The reasons for this reversal escape us, as well as certain members of the Yamaha staff interviewed by MNC! All the more surprising since the tuning fork manufacturer has been using this system, in that order, for 7 years already: this D-Mode was launched on the, then adopted in the following years on the and the MT-09 (including).

Be careful not to go and test the MT-10 in B mode, thinking – wrongly – to familiarize yourself with the beast: it’s just the opposite! And as in addition the jerks of the injection are particularly sensitive in B, the surprise can quickly become very unpleasant….

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