Yamaha MT-10 SP & Tourer Edition test

Menus

• Two more road and sporty evolutions of the MT 10
• 4-cylinder Crossplane, 160 hp, € 14,999 and € 15,999
• Discovery
• In the saddle
• In the city
• On motorways and main roads
• On departmental
• Part-cycle
• Brakes
• Comfort and duo
• Consumption / autonomy
• Conclusion
• The video test of the Yamaha MT-10 SP and Tourer Edition

Two more road and sporty evolutions of the MT 10

4-cylinder Crossplane, 160 hp, € 14,999 and € 15,999

In 2009, Yamaha presented the Yamaha R1 Crossplane: with its new 4-cylinder engine, like the MotoGP M1, it offered new sensations in the Japanese sports car segment.. As a journalist, I was present at the launch of this machine on the Eastern Creek circuit in Australia and many of us hoped that Yamaha would quickly bring us a roadster equipped with this same mechanism, because the FZ1 was already aging. and this new engine, which rumbled, towed and sounded in a way never seen before for a Japanese 4-cylinder and promised even stronger sensations on the handlebars of a roadster.

The expected speed did not come and it took 7 years to see such a thing happen. Seven years during which the competition did not sit idly by and during which one wondered what Yamaha was doing. In fact, they were working on the concept of the MT range and preparing the arrival of the MT-09 and MT-07 ranges. As for the MT-10, it was in 2016 that it finally appeared and the test was then presented to you on Le Repaire by my lively colleague Damien. Do not hesitate to refer to this test to review all the information on this bike, which we will not repeat here..

A year later, Yamaha upgraded this machine by adding two versions: a Tourer Edition and an SP. The Tourer Edition is in fact only an accessorized MT-10: high screen, set of flexible suitcases, GPS support, handguards and comfort saddle and this generates an additional 1000 € which increases the bill of 13999 to € 14,999. In fact, it can be chosen with each of the three colors of the standard MT-10. The owner of standard MT-10 can separately purchase the "Tourer Edition" kit for 1099 €, which constitutes a customer benefit of 236 €.

Regarding MS, it’s different. In accordance with previous Yamaha SPs (remember the R1 SP and MT-01 SP), it goes with an exclusive color, in this case that of the R1M (silver, blue rims), while the suspensions are not only top of the range (Ohlins NIX30 front, TTX36 rear shock), but they are also semi-active. The MT-10 SP also comes with a new color TFT instrument panel, derived from that of the R1, as well as a shifter. It is therefore intended for those who want to enhance the sporting performance of this roadster which is already very expressive in the standard version..

Last year the MT-10 was a decent success in Europe, with 3493 sales. Yamaha is hoping that the 2017 sales mix will be 55% standard trims, 35% SP and 10% Tourer. Let’s see this.

Discovery

The MT-10, we already know it and it is true that its look divides a little. It wants to be aggressive and threatening and it is sure that like the rest of the MT range, Yamaha has not done in half measures. Our two versions do not change this state of affairs. Certainly, the SP, with its golden fork immediately catches the eye, even if, ultimately, the livery and colors remain discreet. Same for the Tourer: these few accessories do not radically change the perception we have of the bike..

With their fully digital dashboard and standard cruise control, the MT-10 is already well equipped. The left stalk acts as a control center and the ergonomics are quite obvious. Things change a bit with MS. The color TFT dashboard presents itself well (as on the R1, it has two display modes, road and track) and above all, we can concoct tailor-made settings. Riding mode, engine power level, traction control level, there is already plenty to take care of. Remember to make your choice before leaving, because you cannot change driving mode while driving.

In addition, there are the suspensions to adjust. Ohlins designed a system with 5 possible settings: two automatic (A1: sport, A2: touring) and three manual modes. In these modes, you set the amount of compression and rebound at the rear and then the system memorizes them and voila. So, if you go on vacation as a duo, or if you regularly go on a particularly bumpy stretch of road, you are free to make your settings via the on-board computer (it’s so much more so 2017! screw turns on a shock absorber) and save them in settings M1, M2 or M3. Once this is done, however, the settings remain passive. Because the strength of these suspensions is that they are semi-active. A computer analyzes all the parameters 100 times per second and in A1 and A2 modes, adjusts the settings according to driving. On heavy braking, for example, the bike gives a little compression to the front and brakes the trigger a bit at the rear to limit mass transfers while leaving a little, to facilitate registration in turns..

In the saddle

At 825 mm, the saddle is of a height which seems democratic but will not allow the pilot of 1.70 to put both feet on the ground. Obviously, once on board, besides the dashboard of the SP and the hand guards and the screen of the Tourer, no revolution compared to the MT-10. Note that compared to other high performance roadsters (BMW S 1000 R, Aprilia Tuono V4), the MT-10 is rather generous in its volumes and a large "driver" feels rather good on board..

At the first blow of gas, the 4-cylinder CP4 Crossplane comes to life with a muffled hum, V4 style. It promises for the future. The clutch lacks a bit of progressiveness, but it’s also because this block has a hell of a length !

In the city

Compared to a classic 4 in line, the Crossplane does not offer the same flexibility at very low revs. Fortunately on the MT-10, the engine was a bit softer compared to that of the R1 (there is still 40 horsepower difference) and above all, the transmission has also been shortened. In fact, we are at 50 km / h at 3000 rpm in third, in flexibility. Obviously, even in the calmest of power modes, the liveliness is such that every thousandth turn of the throttle propels you forward and speeding lurks. In this environment, SP or Tourer, no big change, except for the protection of hands and the possibility of putting a few small items in the soft suitcases, with relatively limited capacity (Yamaha does not communicate on it, by the way, c is a sign!).

On motorways and main roads

5500 rpm in sixth: the Crossplane hums quietly at 130 km / h. The cruise control can then be an asset, because you have to be aware of one thing: the 4-cylinder has serious deposits and it is difficult to resist the temptation.

In this context, the Tourer’s bubble is obviously an asset: it protects the shoulders, but not the helmet of a large pilot (1.88) and in fact, generates a little extra noise. However, over the long haul, the upper body will tire less.

Small – and double – disappointment: the saddle of the SP is firm, it is a fact and we can accept it. But the Tourer’s "comfort" saddle, after a more positive first impression because it is softer, does not prove to be better over time. Pity.

On departmental

A more sporty roadster is more comfortable on a departmental road, that’s a fact! Already, the standard MT-10 had won over everyone thanks to its natural frame, its balance and the overall pleasure felt on the handlebars. In this perspective, the Tourer Edition does not change anything since the ergonomics and the chassis are identical..

Let’s say it right off the bat: MS adds a healthy dose of rigor and fun to it all. And it’s good to take, because, even if it means repeating itself, remember that the MT-10 is a downright enjoyable motorcycle. Its 4 cylinders are bursting with punch and the machine naturally rises on the rear wheel when, in third, the block reaches its power zone. And as it pulls shorter than the R1 (the first climbs to 125 km / h instead of 160 on the sports car), we play more with the gearbox and the reminders are copious, all in a sensory environment that is unusual on the market..

As both bikes are equipped with the same tires (Bridgestone S20s), switching from one to the other allows you to immediately feel the difference in feeling and the SP appears to be more precise and better guided. In A1 mode (sport), there is almost no dead race, the motorcycle instantly settles on its support in large curves and it can be violated in tight bends without it breaking apart. A delight. Only here: the A2 mode (touring) does not transform it into a flying sausage and has nothing of the Pullman either. Admittedly, there is a little more softness in the absorption of the small bumps, but the movements of plate always remain contained. Thus, we gain (a little) in comfort without losing anything in efficiency and by adjusting the settings according to the roads, which can be done while driving, I finally favored the A2 mode. Maybe running on the track would make the A1 more meaningful.

Note that on the attack, the shifter that equips the SP as standard gave complete satisfaction, especially as the typical sound of this unit goes well with the blasts of gear changes. In quieter use, the shifter is also more advisable, whereas during my test drive of the R1 last summer, I had been more reserved. Yet they are the same. The engine map and the shorter gear ratio should explain this difference. Despite everything, as long as positioning the SP at the top of the range, it could perhaps also have had a shifter with downshift function..

Part-cycle

In addition to the controlled suspensions of the SP, the cycle part of these two versions is identical to that of a classic MT-10.

Brakes

The brakes are identical to those of a classic MT-10. The ABS has the merit of not being too noticed and on the roads of the Western Cape province, where we sometimes arrived quite quickly, the braking has always been effective, but a bit more bite could have been appreciated.

Comfort and duo

No duo during this test, the baboons encountered on the side of the road did not allow themselves to be tamed. We have already deplored the comfort of the two saddles, even the "comfort" saddle, a shame. Still, the suspensions of the SP are a real plus, in the finesse of their operation. Just like the screen and the hand guards of the Tourer which, to go to the end of the concept, could also have offered heated grips as standard. It’s good, the heated grips.

Consumption / autonomy

Almost 8 liters per hundred on this test (value of the on-board computer): just like in the R1, the Crossplane can be a little focused on the drink. It must be said that it is downright addicting and that we ask for it more than reason. Fortunately, the tank still contains 17 liters and in easy cruising mode (which we have avoided!), It is necessarily more sober..

Conclusion

The MT-10 was fun, efficient, engaging, different with its organic 4-cylinder that sounds like a V4 and tows like mad. Difficult to stay calm on the handlebars. In this context, the SP is a real plus because you should never underestimate the contribution of quality suspensions! The impact of the settings is noticeable on the pleasure and efficiency of driving and the mix between automatic modes and the possibility of saving several settings is a plus that will satisfy demanding bikers..

Regarding the Tourer, the conclusion is a bit more mixed. First, because what is presented as a "version" is never more than the aggregation of accessories that were already present in the catalog last year; thus, any owner of an MT-10 can concoct his Tourer à la carte. Then, because the saddle is not that comfortable, the bubble could protect the helmet and if the soft suitcases allow you to carry a few small things, we will not be able to go on vacation decently and in duo with. Nevertheless, the balance of the chassis, the efficiency and the pleasure generated by this engine then suggest that a possible MT-10 Tracer would have its place against the BMW S1000XR and Ducati 1200 Multistrada..

Strong points

• Full engine, torquey, powerful, sonorous, expressive: a treat !
• Significant contribution of Ohlins suspensions
• Easy cycle part, natural balance
• Efficient electronics to curb power
• Relative versatility for a high-performance roadster
• Complete equipment (speed regulator)

Weak points

• Should come with 3000 license points
• Firm saddle (SP)
• Super firm saddle (Tourer) !
• The Tourer should have stock heated grips
• The SP could have a "down" shifter
• Consumption may become high

The technical sheet of the Yamaha MT-10 SP

Test conditions

• Itinerary: a day of 400 kilometers with the two motorcycles in the vicinity of Cape Town (South Africa), in the mountains of the Franschhoek vineyard and on the coastal road of the peninsula.
• Motorcycle mileage: 400 km
• Problem encountered: we again encountered baboons on the road !

The video test of the Yamaha MT-10 SP and Tourer Edition

Related articles

• Yamaha MT-09 SP test

  A high-end and sporty version of Yamaha’s favorite roadster Three cylinders in line, 847 cm3, 115 hp at 10,000 rpm, 8.9 m / kg at 8,500 rpm, 193 kilos, €…

• Yamaha XSR700 Xtribute test

  Immediate pleasure ! Twin-cylinder CP2 of 689 cm3, 74.8 hp and 68 Nm, 188 kg full made, 8,799 € Halfway between a small compact roadster and a scrambler,…

• Yamaha MT-10 test

  Evil Torgnole power 10 New sporty troublemaker in the successful Yamaha range, the MT10 sets new standards in terms of four-cylinder mechanics. Its…

• Yamaha YZF-R1 road test

  200 hp at 13,500 rpm, 112 N.m at 11,500 rpm, 199 kilos with full fuel, from € 18,499 Is the Crossplane engine an advantage in road use ? Even if the…

• Yamaha 450 WR-F test

  Upgrading Unchanged since 2012, the Yamaha 450 WRF has this time been completely revisited. Derived from the excellent YZF cross model, this new Yamaha…

• Yamaha TMax maxi-scooter test

  The two top-of-the-range versions of the Tmax are rich in electronics and comfort and safety equipment In-line twin, 46 hp, 53 Nm, traction control,…

• Yamaha XSR 900 Abarth test

  3 cylinders, 847 cm3, 115 hp, 8.9 m / kg, 195 kilos, € 12,599 A limited series of 695 pieces in collaboration with Abarth October 2007: Valentino Rossi…

• Test Yamaha XT660Z Tenere

  Fashion victim ! The single-cylinder trail is out of fashion and that’s a shame. Because the Yamaha XTZ 660 Tenere remains the embodiment of the…

• Yamaha SCR 950 test

  V2, 942 cm3, 54 hp, 81 Nm, 252 kilos, € 9,999 A scrambler made on the basis of the XV 950 customs Free your chains! Yes, refuse conformism, finally…

• Yamaha MT-09 TCS test

  The MT-09 gets traction control and revised engine maps A new Night Fluo color for this turbulent roadster, from € 8,499 For many years, the mid-size…