Yamaha MT-10 SP test: Sweden does it good
A year after the release of the MT-10, Yamaha offers a more sophisticated version of its maxisportive maxiroadster: the MT-10 SP. Equipped with a specific color, the dashboard of the R1 and – above all! – electronic Ohlins suspensions of the R1M, can it make you crack ? Site tested it !
MT-10 SP test page 2 – The best of Yamaha roadsters
Compared to the new one, "our" MT-10 SP of the day seems quite heavy from the front … But for having opposed the original MT-10 – same chassis and geometry as the SP – to other maxiroadsters, Site knows that ‘we must put it into perspective: the Yamaha roadster is one of the most agile on the market today.
- MNC comparative test : Aprilia Tuono V4RR, Suzuki GSX-S1000 and Yamaha MT-10
With its Ohlins suspensions, the MT-10 SP continues to show remarkable handling at a moderate pace … and surprising – at the beginning anyway – skill on the rear wheels when trying to accelerate suddenly. !
The Yam ‘rises in the first two gears by simply squeezing the right handle, without touching the lever or even pulling on the handlebars. In addition to its weight limited to 210 kg all full, its short wheelbase of 1400 mm and its gear ratios shorter than on the Superbike, it is its famous "CP4" which gives it this explosiveness. !
Thanks to its Crossplane setting, the engine of the MT-10 (SP or not, it’s the same mill, slightly revised for 2017) impresses from the start: the captivating sound of the R1 from which it is extracted evokes the overpowered M1 piloted. by Valentino Rossi and Jorge Lorenzo Maverick Viñales in MotoGP: m’yam, m’yam !
In its "roadster" version, less powerful but better filled than on the sports car, the mill – water – has a sacred temperament: muscular from 3000 rpm, it becomes oddly beefy 2500 revs higher and gains even more force from of 8000 rpm and does not let go before the red zone at 12000 rpm.
More concretely, the pilot’s arms start by pulling gently, then lengthen before tearing off! The ears are not as roughed up, taking advantage of the fabulous and rugged sound of the pot, doubled by the hoarse voice of the airbox with each frank opening of the throttle..
Only (small) black point – to explode during a next facelift? – on the three upper gears: unlike its compatriots from Akashi, Hamamatsu or Tokyo, the 4-cylinder from Iwata does not run smoothly under 2000 rpm. He therefore reluctantly accepts to start again in 6th at 50 km / h, but stubbornly refuses to go below 46 km / h.
This latest version of the CP4 however marks a point in terms of approval, since the injection is now finely configured. The MT-10 SP (like the MT-10 2017 "short") thus allows you to drive in all circumstances on "engine" mode n ° 1, the one that offers the most response. The other two modes, less reactive, were therefore quickly forgotten by MNC !
Traction control also shone with its discretion. Although the MT-10-SP does not embed an IMU – the inertial unit that boosts the electronic assistance of Superbikes – the interventions of the TCS are sufficiently fine not to distract the pilot..
On the beautiful roads of Cape Town and under its bright sun, Site took full advantage of the excellent grip of the Bridgestone S20 to set its "traction-control" to 1. As for the engine, this mode is the most sporty and the most permissive. . It allows apprentice stunters to lift their front wheel a good twenty centimeters for a few seconds, without the risk of turning around.
There is no risk of going on the handlebars either thanks to the steering damper fitted as standard on the MT-10 (with or without SP). Less "calm" than that of other Japanese, the front of the Yamaha "SuPer" therefore remains under control when accelerating..
At constant speed this time, full angle on a national as in a straight line on the motorway (standard cruise-control as a reminder!), Stability is never lacking. It is also a little better than the original suspensions, tested in parallel on the MT-10 Tourer Edition, but this is a story (to be read soon on MNC).
On the braking side, the MT-10 SP hardly differs from the standard MT-10: powerful, the front brake retains its slightly spongy feel to the lever, the fault of the rubber hoses. Admissible on the basic version, the absence of braided hoses is much less acceptable on the top of the range. Especially since the R1, even without "M", benefit from it !
Inaugurated on these same R1s, the quickshifter (QSS) is mounted on the SP … but the latter’s customers are not even the only ones to benefit from it: the QSS is also fitted as standard on the MT-10 "all- short ", as well as on the since this year !
Let us recognize all the same that this equipment – racing, at the base – is surprisingly efficient: it allows to chain the reports at low speed in town, provided not to open the throttle too much. On the road, it’s a treat for the left hand … and the ears, rewarded with a nice explosion at each upshift !
On this quickshifter, the "Down" function is not included. For once, the roadsters are connected with the Superbikes, unfortunately! To lower gears, it is therefore necessary to resort to the left lever – the spacing of which is not adjustable, but will suit most.
The downshifts are carried out without "pressure": the manual control is tremendously smooth thanks to the new anti-slip clutch which prevents any blocking of the front wheel. The selector, it is still as rough … But there is one last point a little hard to swallow: the unique "Silver Blu Carbon" color inspired by the magnificent livery of the R1M.
If MNC quickly spotted the silver tints of certain plastic parts – tank, front spoilers and rear trims – which echo the swingarm, and if it is impossible to miss the blue rims, we are still looking for the carbon parts. , or even rudimentary imitations…
"Carbon parts take time to be made and are expensive," retorts a Japanese engineer. "That’s why we don’t find one on the MT-10 SP. But who knows, maybe one day we’ll launch an MT-10 M ?!".
In the meantime, Yamaha is offering the MT-10 SP as of this month of March at a price of € 15,999, or 2,000 euros more than the “plain” MT-10. However, by going for a walk on the site of the Ohlins importer in France, the calculations are quickly done: in their non-electronic versions, the NIX 30 cartridge kit and the TTX GP shock absorber are respectively displayed at 1599 and € 1,479.
Bikers who love beautiful equipment and – very – strong sensations will therefore get their money’s worth with this MT-10 SP, as crisp as a Krisprolls rusk … And Yamaha also hopes to emerge a winner from the operation, by increasing the sales of its maxisportif maxiroadster: with its 3,494 units delivered in Europe in 2016 (including), the MT-10 represents 10% of roadster sales for Yamaha but 19% in terms of revenue.
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