Menus
- The dark side of the A2
- Discovery
- In the saddle
- In the city
- Highway
- On departmental
- Braking
- Consumption
- Convenient
- Revisions
- MT-03 Video Test
- Conclusion
- Test equipment
The dark side of the A2
Who remembers the first Yamaha MT-03 by the name in 2006? From the beginning of the MT but under the banner of the Master of Torque unrelated to the Dark Side of Japan launched in 2013. The MT-01 cubed 1700 cm3, the MT-03, 660 cm3. Today everything is clearer from the MT-125 to the MT-10 of 1,000 cm3 via this MT-03 of 321 cm3. The number identified the displacement. And the Dark Side of Japan design has also gone through this, with greater overall homogeneity, especially for the last two offspring of the MT-125 and MT-03 family, almost modeled on each other and both from R sports cars in the range. So what does this new MT-03 give in particular in the face of competition from 300 cm3 for A2 licenses? Test drive on the small roads around Malaga, Spain.
Yamaha MT-03 Roadster
Discovery
With all full LED, the MT-03 was getting old. The new vintage corrects the shot and goes further with a look similar to that of the MT-125 and this double front optic overcoming the full headlight. LED lighting that can be found at the rear but also at the level of the indicators, much more successful than on the 125 version and that it looks like here from a preparer. The front is really successful and almost alone would encourage you to turn the handle.
Dual LED optics
And despite a tank of the same capacity, there was a lot of work on the sides with the addition of particularly aesthetic air intakes on the sides, which confirms the overall look of the machine..
Under the plumage, we find the same engine as the 2016 vintage with this twin-cylinder, 4-stroke liquid-cooled, distribution by double overhead camshaft, four 321 cm3 valves delivering 42 hp at 10,750 revolutions / minute for a reasonable torque of 29.6 Nm at 9,000 revolutions / minute, quite high in the revolutions therefore. On the other hand, the internal parts of the engine have been improved with case-hardened connecting rods, forged pistons or even DiASil aluminum cylinders..
Twin-cylinder, 4-stroke, liquid-cooled, dual overhead camshaft distribution, four valves
But it is the suspensions that have evolved with a new now inverted 37mm front fork and a new rear spring with new preload and compression settings..
And as with the 125, the roadster has been shortened with a more upright driving position, thanks to a handlebars raised by 39 mm, further back and 19 mm closer to the rider..
2,090 mm in length
The finish is at the rendezvous, up to the upper crown in cast aluminum, except for this bizarre brake pedal, less well finished than that of the MT-125.
In the saddle
780 mm! This is a good saddle height, ideal for beginners, allowing easy access to all sizes. It is even lower than the MT-125 which peaks at 810 mm! As a result, the 1.70 rider puts both feet perfectly flat on the ground and it’s rare enough to report it. Large riders, however, will have plenty of room to place their legs in the ideal tank cutout and allow the tank to be tightened. The saddle is even more ergonomic than the 125 version, making sitting ideal and really pleasant. The handlebars fall well under the hands for a general upright and natural position.
Always available
Under the eyes, we find almost the same meter as the MT-125, fully LCD (goodbye the old partly analog meter) with all the necessary information: totalizer, partial double trip, average and instantaneous consumption, fuel gauge, report engaged, speed and tachometer but here with the colors reversed compared to the 125, on a light background therefore. There is a warning on the right, unlike the 125.
LED dashboard
And the rearview provided by the mirrors is good like the MT-125.
In the city
Pleasant driving position, small turning radius, engine available everywhere, the MT-03 immediately displays its claims of easy-to-use machine for beginners. We even catch ourselves trying the sixth gear at 30 km / h at 2,000 rpm. The MT-03 accepts everything with docility, aided by a soft, but gentle box. In fact, gears shift almost automatically, on the fly and effortlessly. Suddenly, we forget the gearbox without worrying about the gear engaged, all absorbed by the line of cars arriving and in the middle of which we also pass effortlessly. It almost feels like the handlebars of a 125 if it weren’t for the sparkling pep of the twin cylinder which starts to react from 3,000 rpm and whose torque you can feel from 4,000 rpm.
745 mm wide
Highway
42 hp is less than a TMax, but barely (47.6 hp) compared to 560 cc and costs twice as much. And that’s more than enough to lose your license, since you can hang a good 160 km / h at full five and a good 175 km / h at full six. But we stay on a light machine of 168 kilos, a featherweight reinforced by a not insignificant wind resistance, which will encourage you to confirm that the speed is bad, even in Germany..
160 km / h at 5 … 178 km / h in 6
And like any good roadster, the protection is non-existent and you will prefer the regulatory speeds with a small 130 km / h cruising or the twin-cylinder will purr quietly at 8,500 rpm, or 4,000 rpm from the red zone and the withdrawal permit.
A small accessible A2 roadster
On departmental
A roadster is always more suitable for departmental, especially a mini-size roadster like the MT-03 and which can wind quietly at 90km / h in the last gear at half of its maximum engine speed. You can even wind more quietly, the twin cylinder accepting 50 km / h without knocking on the last report.
42 hp at 10,750 rpm
Braking
The rear brake is almost absent and the absent brake offers just what is needed but with good progressiveness and control, despite the simple 298 mm disc. In fact, it is this braking that would have been needed on the MT-125. Beginners will find what they are looking for there, without any particular surprise..
Single brake disc 298 mm in diameter. Double piston caliper. ABS
Consumption
We remember a consumption of 4.4 liters on the last test of the MT-03 and we went down to 3.9 liters this time, despite a sustained pace on the small biking roads around Malaga in Spain. As we always have a 14-liter tank, this means that we can happily exceed 300 kilometers and that’s good.
14 liter tank
Convenient
As on the MT-125, there is no room under the saddle.
Colors Ice fluo (gray), Icon Blue (blue) and Midnight Black (black)
Revisions
The first service is done at 1000 km, then at 5,000, 10,000. But the 5,000 intermediaries are mainly general controls.
MT-03 Video Test
Conclusion
5,499 euros! Only ? Yes, especially compared to the 125 which is just 500 euros cheaper, but at the same price level as a CB300R (100 euros per month) or a Z400 (100 euros more), but much cheaper than a KTM 390 Duke. It’s not the price that will make you choose here, but the look, so different from one brand to another. What is certain is that with the MT-03, we have a real machine that is easy to handle, homogeneous, light, playful which can give pleasure to all stages, with plenty to go for fun. on small roads, without taking a loan over 5 years and yet enough to lose your license.
Strong points
- motor
- ease of use
Weak points
- braking
The technical sheet of the Yamaha MT-03
Test conditions
- Itinerary: small varied roads + interurban highways with a bit of town
- Motorcycle mileage: 300 km
Test equipment
- Shoei GT-Air II Helmet
- Jacket Tucano Urbano Urbis 5G
- Jean Alpinestars Oscar
- Forma Elite WP Boots
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It could have been a great sport-gt machine this gsxs 1000 f.
SUZUKI only made a streamlined roadster…
So no, the SX is not on the same level.
The SX is indeed more specific, it is a model in its own right. But a comparison will be welcome and anyway, in GT sports, there are few motorcycles. So a match trail (SUV style) vs SX, why not ?
But for those who want SPORT, it is the GSXS 1000 F 2020 (the black pot) that must be opposed to it. At Ducati, there is the very svelte Supersport, but with its 115 horsepower, it is no match for the SX. At Honda, the 800 VFR is an anvil to take, it will be dropped quickly. Nah, you have to put the Suz in her hands
Aprilia RSV, it depends, there is the “no” Factory а 18000 and a few €, maybe more comparable.
Otherwise, in terms of consistency on road and circuit, even though it is 40hp less powerful, there is also the Ducati Panigale V2 to consider, right? I found it great on the road
The weight still the weight, I tried but I did not find any marked improvement, I made 45000 with the 1st version years ago … but no radical change, engine not very torquey for a 4-legged and turning too fast for such power, I looked for a long time for the 7th report on the 1st version, ditto on the last,
astonishing having made 62000 with the GTR 1400 the one has a torquey engine (unbridled of course), I would have imagined that Kawa which makes remarkable motorcycles of reliability and homogeneity, did not see again this 4 legs this heavy chassis, these suitcases too far apart … it’s slipping dry at BE RD Marketing ,
When we have engines like that we wake up !
Uh! Otherwise, the first of its kind is the 850 TDM, eh !? 850, eh !? Not 900 … Although I believe that in any case the final displacement was quite far from the 900cc.
Let’s give back to CesYam, which left him apart !
Thank you for this test, very interesting bike, and I find that 120hp is more than enough for the current driving conditions, I love soft motorcycles and this one looks very successful.
Too bad his line is so tortured and complicated!