Yamaha MT-10 in the driving report

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Yamaha MT-10 in the driving report

Yamaha MT-10 in the driving report

Yamaha MT-10 in the driving report

Yamaha MT-10 in the driving report

Yamaha MT-10 in the driving report

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Yamaha MT-10 in the driving report

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The Yamaha MT-10 is based closely on the R1 with its fantastic chassis.

Yamaha MT-10 in the driving report
Yamaha

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Sporty rear: the pillion seat doesn’t necessarily invite you to go on long tours for two.

Yamaha MT-10 in the driving report
Yamaha

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Fine material: No savings were made on the chassis, this applies to the fork and shock absorber.

Yamaha MT-10 in the driving report
Yamaha

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For a cool head at all times: ample cooling surface for water and oil, nicely curved.

Yamaha MT-10 in the driving report
Yamaha

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Clear: Monochrome LCD display replaces TFT color panel, but still lots of information.

Yamaha MT-10 in the driving report

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Around 40 percent of the engine is new compared to the R1.

Yamaha MT-10 in the driving report

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The MT-10 has three motor mappings ready: “Standard”, “A” and “B”.

Yamaha MT-10 in the driving report

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The MT-10 throws its driver powerfully from curve to curve with a sparkling V4 sound.

Yamaha MT-10 in the driving report
Yamaha

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The MT-10 rolls on the not quite fresh Bridgestone S20.

Yamaha MT-10 in the driving report
Yamaha

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Yamaha MT-10.

Yamaha MT-10 in the driving report
Yamaha

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Yamaha MT-10.

Yamaha MT-10 in the driving report
Yamaha

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Yamaha MT-10.

Yamaha MT-10 in the driving report
Yamaha

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Everything under control: the standard cruise control helps on connecting stages.

Yamaha MT-10 in the driving report
Yamaha

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Insect look: The wildly jagged front section looks extremely concise.

Yamaha MT-10 in the driving report

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Crisp, short and combative: the MT-10 fully lives up to its aggressive visual appearance.

Yamaha MT-10 in the driving report

Extroverted R1 derivative

Yamaha’s MT family has grown to a respectable size. There is only one thing missing: the head. That now comes in the form of the Yamaha MT-10. open fire!

BMW did it a long time ago, as did Aprilia. It’s already a tradition at Kawasaki, even Suzuki recently discovered it. And now finally Yamaha too. The Japanese are finally launching a power-naked bike of the purest water, derived directly from the super athlete. After the rather unsuccessful attempt with the pretty, but too good FZ1, now the R1 derivative Yamaha MT-10. Bursting with strength, aggressive, that’s how the MT-10 stands on its neon yellow wheels, gazing grimly out of the two LED headlights taken from the super sports car. And makes it unmistakably clear that she has come to shake up the ranks of the strong Nakeds.

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Yamaha MT-10 in the driving report

Yamaha MT-10 in the driving report
Extroverted R1 derivative

Easy-going seating position on the Yamaha MT-10

So that the Yamaha MT-10 rider always remains in control of the situation, the developers modeled a relaxed, relaxed seating position. The tank may not be as narrow as expected, but the legs rest relaxed on the pegs, the upper body leans slightly forward on the butted aluminum handlebars. Active, full of energy. So, enough looked, push the button. And then the four-cylinder speaks up. Groans hoarse while standing with this cozy V4 growl to himself. The anti-hopping clutch only needs a little manual force, first gear engages, off you go. Even if for the time being with curbed foam. The streets around Mojácar in southern Spain are still soaking wet from a heavy downpour.


markus-jahn.com

Around 40 percent of the engine on the Yamaha MT-10 is new compared to the R1.

The four-cylinder pulls tight just above idle. The Yamaha MT-10 has three motor mappings: “Standard”, “A” and “B”. All with full performance, but different responses. “Standard” is okay in the city and on the slowly drying roads, even if the engine cautiously accelerates when the throttle valve is opened for the first time. “A” allows it to act noticeably more directly with acceptable load changes. If you like it really poisonous, go for “B”. The four-in-a-row then reacts viciously to gas commands, literally jumps on the gas and just as abruptly cuts the power when the throttle is closed. So our choice on the drying roads is called “A”.

The MT-10 drive pushes forward magnificently from the corners and has noticeably refueled power compared to the R1. This is the best way to ride the torque wave, which already piles up at 4000 rpm. The Yamaha MT-10 sprints forward powerfully; from 6000 rpm there is a fire in the hut, and the MT-10 turns brilliantly and without hitching towards the limiter. With this particular tube that is somewhere between the V4 and the MotoGP rocket. You don’t really miss the 40 hp that it lacks for the R1. Thanks to more powerful torque and a shorter secondary gear ratio (chainring 43 instead of 41 teeth), you can enjoy powerful acceleration at the exit of a curve even in higher gears, despite the R1’s racing gearbox with very long lower gears. First gear still goes up to 130 km / h. The MT-10 has also retained the bony gear changes. An automatic switch is available as an option for 274 euros.

The Yamaha MT-10 throws its pilot powerfully from curve to curve. A three-stage traction control monitors the rear wheel at the exit of the curve. Levels one and two allow creamy wheelies, while level three, which is the earliest, prevents these in a shirt-sleeved manner. The MT-10 does not have the sophisticated electronics of the R1 with inclined position sensors. At the entrance to the curve, the tried and tested radial pliers grip well and are powerful. A Bosch ABS is at your side, but without rollover detection.

Payload is meager at 170 kilograms

Yamaha’s Power-Naked hits the corners with accuracy. The chassis and swingarm are derived from those of the R1, but received only targeted changes in stiffness. At 1400 mm, the wheelbase even undercuts that of the athlete. The pilot has little trouble throwing the 210 kg lightweight Yamaha MT-10 from one lean angle to the next with a swing. Despite its low weight, the load of 170 kilograms is meager and is almost exhausted with two well-fed Central Europeans. But there are more suitable machines for long-haul trips anyway – even the standard cruise control does not change that. Not even panniers and windshields from the accessories program – the area of ​​the MT-10 remains curves. It willingly bends in, sweeps steadily through elongated curves. There is practically no righting moment in an inclined position, and Yamaha’s Power-Naked does not let itself be deterred by bumps.

The fork springs and cushions pleasantly comfortably, the hindquarters are firmer. The shock absorber of the Yamaha MT-10 reacts hard to short impacts. But the spring elements ensure earthy road holding. After all, they also come from the R1. Really good material, fully adjustable, even with separate high and low-speed compression levels at the rear.

Only the razor-sharp curvature of the best in class may be missing a bit. Maybe other tires could deliver that, the Yamaha MT-10 rolls on the Bridgestone S20, which is no longer completely fresh. In any case, she is ready to have a say in the fight for the power-naked crown. With extroverted design, charismatic engine and pulling power. And a price that, at 12,995 euros, is also to be understood as a declaration of war.

Technical data Yamaha MT-10


markus-jahn.com

Crisp, short and bellicose: the Yamaha MT-10 fully lives up to its aggressive visual appearance.

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