Yamaha MT-10 in the HP driving report

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Yamaha MT-10 in the HP driving report
markus-jahn.com

Yamaha MT-10 in the HP driving report

Yamaha MT-10 in the HP driving report

Yamaha MT-10 in the HP driving report

Yamaha MT-10 in the HP driving report

13 photos

Yamaha MT-10 in the HP driving report

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Yamaha MT-10.

Yamaha MT-10 in the HP driving report

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Yamaha MT-10.

Yamaha MT-10 in the HP driving report

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The Yamaha MT-10 is now ready for the title fight, with a fight price of 12,995 euros anyway.

Yamaha MT-10 in the HP driving report

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The Yamaha MT-10 won’t burn anything, even with heavy gas. Even with a forced pace.

Yamaha MT-10 in the HP driving report

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The Yamaha MT-10 has no problems with corners. Whether tight, fast, tricky, the new one always has the right answer ready. Which is not surprising in view of the R1 genes that are in the chassis.

Yamaha MT-10 in the HP driving report

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Yamaha has reduced the electronics that keep the four-cylinder in check to a tolerable and sufficient level. Cruise control, three-stage traction control, Bosch ABS, three driving modes. All three modes – A, B and Standard – with full power, but different responses.

Yamaha MT-10 in the HP driving report

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The cockpit can be operated from the handlebars, as can the TC. Whether the cruise control will be used often?

Yamaha MT-10 in the HP driving report

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Risers bring the aluminum handlebar to exactly the right height, the spring elements basically come from the R1 and are just tuned differently.

Yamaha MT-10 in the HP driving report

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Not the TFT display of the R1, but also a fairly clear LC display. The red area now starts at 12,000 rpm, i.e. 2000 rpm earlier.

Yamaha MT-10 in the HP driving report

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The technicians already found everything that is necessary for this in their own range, namely the furious R1 as a basis.

Yamaha MT-10 in the HP driving report

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Yamaha signals that you are not willing to just swim in the pond of power naked. You want to be the pike.

Yamaha MT-10 in the HP driving report

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Yamaha showed a lot of courage with the martial transformer optics.

Yamaha MT-10 in the HP driving report

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Picture gallery: Yamaha MT-10 in the test.

Yamaha MT-10 in the HP driving report

New star in the naked bike sky?

Content of

Gone are the days of rest, the Yamaha MT-10 has come to usher in the reign of the power nakeds. With the chassis of the YZF-R1. And the great-sounding four-cylinder crossplane of the superbike, which competes here for the first time in a street suit.

I have no idea what parallel universe the Yamaha designers were surfing in when they designed the Yamaha MT-10 put on paper. In any case, you have shown a lot of courage and self-confidence with the martial transformer optics.

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Yamaha MT-10 in the HP driving report

Yamaha MT-10 in the HP driving report
New star in the naked bike sky?

Yamaha YZF-R1 as a base

The technicians already found everything that is necessary for this in their own range, namely the furious R1 as a basis. Yamaha is now also embarking on the promising path of launching a powerful naked bike based on a current super sports car with the latest technology, as demonstrated by BMW’s S 1000 R and Aprilia’s Tuono. Thus, the Yamaha MT-10 inherits from the superbike not only the two piercing headlight eyes, but also the first-class chassis and, above all, the crossplane engine, which is unique among inline four-cylinders.

However, it is first and foremost a merciless high-performance reactor that approves of a certain weakness in pulling power. So the exciting question with the Yamaha MT-10 was: Has Yamaha been able to inject the necessary punch into the four-cylinder by cutting it to still befitting 160 HP without reducing its tingling greed for revs?

Electronics reduced to a tolerable level

The project can be described as a success. Perhaps the Yamaha MT-10 does not swing the biggest hammer of its kind deep down in the engine speed range, but from 4000 rpm the four-cylinder pushes forward considerably. Provides plenty of punch for the neat sprint from corner to corner, adds another briquette at 6000 rpm and then turns towards the limiter with grim determination. What has remained is not only the ease of revving, but also the growling sound, which is reminiscent of a V4 due to the ignition delay.

Enjoying the freshly gained pressure in low registers with this smoky timbre is a real experience in country road sports. Yamaha has reduced the electronics that keep the four-cylinder of the Yamaha MT-10 in check to a tolerable and sufficient level. Cruise control, three-stage traction control, Bosch ABS, three driving modes. All three modes – A, B and Standard – with full power, but different responses. During the test drive, level A was the means of choice between the snappy B mode and the gentle standard mode. So the power could be used directly and precisely, without too harsh load change reactions.

40 percent new engine parts

So what gives the four-cylinder more pressure in the lower positions? The intake valves have been reduced by two to 31 mm, and the intake ports have been made narrower. In addition, the developers donated new camshafts and new forged pistons, which, together with revised combustion chambers, reduce the compression from 13: 1 to 12: 1. 40 percent of the engine parts are new.
The Yamaha MT-10 did not get the variable intake trumpet of the R1. The anti-hopping clutch and the gearbox of the R1 have remained with racing-like long lower and closely spaced upper gears as well as somewhat recent gear changes.

But thanks to increased pulling power and a shorter secondary gear ratio (43 instead of 41 chainring), this is no handicap in tight turns. Incidentally, it does not have an automatic switch, but the range of accessories offers it. The Yamaha MT-10 has no problems with curves anyway. Whether tight, fast, tricky, the new one always has the right answer ready. Which is not surprising in view of the R1 genes that are in the chassis.

Fully adjustable Kayaba suspension elements

Ore-stable, with easy-to-handle steering geometry and an ultra-short 1400 mm wheelbase, the Yamaha MT-10 is completely trimmed for cornering. And in order to meet the sporting demands, the technicians did not save on the chassis. The hardware of the fully adjustable Kayaba spring elements correspond to those of the R1. Including the adjustable compression level of the shock absorber in the high and low speed range.

Accordingly, the Yamaha MT-10 does not burn anything, even with heavy gas. Even with a forced pace. At least with the short sprints that were possible along the Spanish coast, the chassis could hardly be embarrassed.

Making concessions to life as a street fighter

The Yamaha MT-10 should weigh 210 kilograms with a full tank. After all, eleven more than the disguised R1. The MT-10 does not carry the athlete’s fine, technically favorable aluminum tank, which is pulled under the seat. Nor does it roll on its light wheels. And things like two kilograms more flywheel mass on the crankshaft or the steel frame rear are just necessary and weighty concessions to life as a street fighter. Finally, the Yamaha is also prepared to carry panniers. The range of accessories includes luggage systems and panels for travelers who love to travel.

Nevertheless, there is little to complain about in terms of handling, the Yamaha MT-10 assiduously plunges into the curves, just not with the polished sharpness of the R1. The sporty, relaxed seating position helps when sharpening bends. Wonderfully relaxed, not leaning too heavily on the aluminum handlebar, the pilot has the matter under control at all times and can launch an attack. He receives support in the braking zones from the tried and tested, bite-proof and easy to dose four-piston radial stoppers. The MT-10 is now ready for the title fight, with a fight price of 12,995 euros anyway.

Technical data Yamaha MT-10


markus-jahn.com

The Yamaha MT-10 has no problems with corners. Whether tight, fast, tricky, the new one always has the right answer ready. Which is not surprising in view of the R1 genes that are in the chassis.

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