Yamaha MT-10 test

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• Evil Torgnole power 10
• New sporty troublemaker in the successful Yamaha range, the MT10 sets new standards in terms of four-cylinder mechanics. Its performance is coupled with an unusual cycle part quality and an intoxicating atypical sound.. The tuning fork alien bangs hard and well and might sound the…
• Discovery
• In the saddle
• In the city
• Motorway and expressways
• Departmental
• Part-cycle
• Braking
• Comfort / Duo
• Consumption
• Conclusion

Evil Torgnole power 10

New sporty troublemaker in the successful Yamaha range, the MT10 sets new standards in terms of four-cylinder mechanics. Its performance is coupled with an unusual cycle part quality and an intoxicating atypical sound.. The tuning fork alien bangs hard and well and might sound the competition.

True successful family, MTs are the offspring of commercial excellence from the Yamaha firm. Since 2013 and the appearance of the surprising MT09 and its sporty three-cylinder engine, Yamaha has declined this turbulent offspring. Thus, followed the playful and affordable twin-cylinder MT07 then the sparkling single-cylinder MT125 and MT03. And, following on from the versatile MT09 Tracer, the tuning fork brand announces a midsize 700 version of its road hybrid. Record family in terms of sales, Yamaha boasts 65,000 MT of all types sold in just over two years, making it the number one range in Europe. And, on the strength of a study showing that 90% of current MT owners could choose a model in this range in the event of a new purchase, the manufacturer is taking care of its concept of the "Dark Side of Japan". By the word Dark, he means aggressive style, torquey engine, agility, lightness and specific riding position. By Japan, it emphasizes reliability, low price and ease of handling. The whole gives the structure of the MT family, covering the different licenses (A, A1, A2), each representative of which has been able to shine in its segment..

But it is above all the arrival of the last offspring that has made maxi-roadster enthusiasts languish in recent months. Four-cylinder version, here finally comes the MT10, largely borrowing suspension, chassis and engine from its new sister hypersport YZF-R1…. As visually complex as the pistarde is refined, the naked version is more affordable and agile but also more character. Adopting a more natural ergonomics, it also limits the use of too expensive materials and reduces its electronic arsenal but develops its strength. Finally, just enough to optimize its use on the road…. To get an idea of ​​it, we release the UFO on more than 300 km of Spanish roads, around Almeria.

Discovery

Here is the spearhead of the range. Explosive, outrageous, complex and…. strange are the adjectives often used concerning the design of the MT10.

Its Night Fluo color is just as contrasting, combining an elegant gray with acid yellow rims. As often, the model convinces more in real life than in a photo. Recalling the first Tuono, or, three-quarter rear a K1300R and sometimes compared to the machines of the "Transformers" films because of its audaciously unstructured front face, the machine calls out.

Dotted with sporting details, it leaves no doubt as to its dynamic capabilities. Compact, stocky and gathered on the front, the Yamaha plays the fast interceptors of another world. We recognize the lenticular led lights of the R1, encrusted in a plastic casing with multiple angles. "Semi-exploded", this fork crown stretches its lines towards prominent scoops, MT signature, framing the fork and seeming to spring from the 17-liter steel tank. The bottle takes on an equally refined aesthetic. Openings, sharp lines cutting its shapes into multiple faces, taut curves and stylistic effects dress and structure its surfaces. Lower down, two compact fairing elements adorn the sidewalls, concealing the cylinder heads of the block, visually extended by the side panel of the radiator.

Thin but ample for the pilot, the one-piece saddle rests on a minimalist rear buckle, barely underlined by a faceted band of very flexible fairing, not too engaging. This stern ends with a LED light topped with equally light trim elements mimicking fins. Tubular structures can be attached to it to support suitcases. Lower and screwed to the rear frame, the accompanying footrest plates are discreet but high perched and above all placed very forward, under the seat…. pilot !

This stylish set is based on an all-aluminum structure borrowed from the R1 hypersport. However, underlines Yamaha, the MT10 is not a simple naked variation. Many differences, mechanical and chassis, are brought for its more road positioning.

Thus, the discreet tubes of the rear loop are specific, bolted to the Deltabox frame enclosing the CP4 unit with double ACT and 16 valves. Super square, its bore / stroke ratio of 79.0 x 50.9 mm gives pride of place to power and high revs. However, the Crossplane setting (270 °, 180 °, 90 °, 180) already made it possible to heal the engine response at the bottom of the tachometer. Each piston-connecting rod assembly thus wedged 90 ° has its own movement, distinct from the others, resulting in an asymmetrical ignition sequence generating stronger pulses.
But the mechanics based on the global architecture of hypersport, have been largely modified to satisfy a varied daily use and deliver a strong character at mid-speed. Almost half of his pieces are said to be different. The compression ratio drops to 12: 1 (13: 1 for the R1) with modified combustion chamber and piston head. The steel valves are rated at 31 mm (against 33 mm in titanium) and the camshaft and profile thereof are dedicated. But above all, the inertial mass of the mobile assembly increases by 40%. New crankshaft, larger balance weights and steel (and more titanium) connecting rods give it a more dense operation. Especially since the crown displays two more teeth (43 against 41). Finally, the fuel system (single injector per cylinder), 12-liter air box (compared to 10.5) as well as the exhaust contribute to the unique personality of the MT10.

The electronics finish chiseling a character devoted to bleeding arsouilles. Thus worked, the tuning fork boiler delivers its performance much lower in the towers; 160 horsepower (anyway) at 11,500 rpm (against 200 to 13,500 on the sports car) but above all 11.1 da.Nm of torque at 9,000 revolutions (instead of 11,500 on the sports car).

To manage this dashing stable, the MT-10 has a complete package of scholarly chips. Managed by Ride by Wire (YCC-T) type throttle control, injection presents three maps per D-Mode, Standard, Sport (A) or Soft (B) system. Acting on the opening of the throttle, the ignition and the admission, it thus varies the available power..

Another very useful assistance for taming cavalry, the standard TCS traction control is also adjustable on three levels of intervention, permissive, more intrusive or inactive..

A 12-volt outlet and cruise control, yes, yes, allows you to maintain the pace of your choice from 50 km / h and up to 180 km / h. A real road….! But the sport is there, with the anti-dribble assisted clutch to stack the reports at the end of the rural straight line…. In short, the MT10 is a radical machine which, surprisingly, does not forget to be functional.

The "asymmetrical" breath of the Crossplane boiler flows into a four in one spinning towards the catalyst placed under the engine and adorned with perforated side protection plates. The centering of the masses is thus optimized, as well as the aesthetics and makes it possible to adopt an ultra-compact silencer, drawn up towards the heavens. The exhaust adjoins a banana-type aluminum swing arm managed by a shock absorber mounted on rods and adjustable in preload, compression and rebound. However, the accessibility of these devices is average. The steering gear is supported by a sturdy 43mm KYB (Kayaba) inverted fork, which can be adjusted in any direction. The assembly slides on 120 mm and renews the elements present on the YZF-R1, with of course on different bases.
Barely different from that of the pistarde, the geometry evolves subtly, again for its use on the road. If the upper and lower yokes are specific, however only the wheelbase of the roadster is further reduced by 5 mm, to only 1,400 mm…. that’s 40 less than that of an MT09 or a BMW S1000R. The handling should be there. Column angle, 24 ° and caster, 102 mm, remain identical to those of the sports car, displaying values ​​suitable for passing the MT10 for a supersonic bike.

To stop the sport roadster, Nissin four-piston radial-mounted calipers attack 320mm discs up front. The opposite retarder grips a 220 mm track. The equipment seems to be up to it but does not offer one-piece elements or braided hoses. Everything, under the control of the Bosch ABS delivered as standard, should slow down the rotation of the five-spoke aluminum rims without difficulty. These are fitted with Bridgestone Battlax S20F front and S20R rear wraps in 120 and 190.
To offer its roadster € 5,300 cheaper than the sporty standard version, Yamaha has reduced the use of noble materials, in particular titanium, used without counting on the sport. This also translates into a ready-to-work weight dropping from 200 to 210 kilos. Also, the braking device is not at the latest standard, unlike the suspensions. However, the overall build and finish quality of the Yamaha naked is very decent. Fit of elements, quality of plastics and engine metal surfaces hardly suffer from criticism. We just blame this headliner for a dress that is sometimes a little thin and light as well as a low engine too gross of "decarenage". Many hoses, pipes and other cables remain clearly visible. As an option, a wide choice of parts signed Gille’s tooling.

In the saddle

With 825 mm of saddle height, or 30 less than the R1 and a particularly narrow seat base, the streetfighter MT10 is welcoming. Profiled and indented, the tank is present but fits easily. Shorter than that of the hypersport, it places the pilot more forward but the large saddle leaves a lot of ease for older people. Above all, the driving position is very different from that of the MT09, with the raised handlebars. Here, we join the usual standard of roadsters.
As already mentioned, the passenger’s situation is much more uncertain, making their transport anecdotal on a minimalist basis. No grab handle, other than the regulatory strap, will provide assistance..
This ergonomic "drama" is the only one. Without excess, the flexion of the legs of the pilot is not too marked, slightly tilting the bust on the large handlebar with variable diameter. This dominates an upper triple tree without a core. A little disappointing, it encloses the fork caps with very aesthetic hydraulic settings, unfortunately requiring a tool to adjust them..

The whole is next to an LCD window condensing the instruments. These include tachometer, bargraph-type tachometer, two-part odometer, fuel gauge, clock and gear indicator engaged. The arrangement of the information is appreciable, clear and readable, with a good job of prioritization. The whole is controlled via the hypertrophied left commodo but fortunately composed of dedicated push buttons. A button scrolls through the usage information, another manages traction control (TCS), a third is used for speed regulator and its modulation. On the right side, only the D-Modes control adjoins the starter rocker. Finally a shiftlight will remind you that it is time to upshift. One regret, however, the clutch lever is not adjustable in spacing.

In the city

The four cylinders now have a new sound benchmark: that of the MT10. From the first acceleration, its tremors almost mimic the rumble of a V4.

Underlined by this astonishing chanting, the urban evolutions quickly demonstrate the excellent balance of the machine. The Yamaha naked steers effortlessly, finely responsive to pressure on the handlebars. Short, it is easy to maneuver despite a rather strong turning radius. Paradoxically, fault comes down to its compactness quickly letting the tubes brush against the frame.

Available, the boiler is however not as accommodating as that of a Suzuki GSX-S 1000. Driving in 4th in town is its upper limit. Below, the engine already asserts a whole character, making the machine leap at the slightest tricolor. Its racing DNA is very present, that of the MT09 too, with injections included, alas. However, D-Mode Standard or A (barely softer) mapping chosen, the phenomenon does not interfere unduly. A little dry, the selection remains precise and the clutch flexible to the lever. Finally, the mirrors return a clear image to the wide field. Sufficiently polished, the machine makes little secret of its capabilities. The alien with tuning forks claims a pittance more worthy of his person, only waiting for a pretext to bring down the concrete limits of the agglomerations.

Motorway and expressways

The front wheel finally touches the ground permanently, at more than 180 km / h when changing into fourth gear. Here too, the MT genetics are evident. The Japanese UFO goes into hyperspace and the counter displays more than 260 km / h when the final break occurs at 12,000 revolutions on the last report. Large, the roadster spares a little protection, which an optional screen will improve without difficulty. Lying on the spine of the beast, the holding of course is flawless, the stability of the same.

A mechanical monster of life, the four-cylinder Crossplane combines its deep breath with deep tremors on acceleration. But these vibrations disappear as soon as the acceleration ends. At constant speed, everything is calm on board, especially under legal conditions. We then take advantage of the cruise control to cruise quietly at 5,800 rpm. In the sixth, the recovery is not overwhelming, the final staging is a bit long. A stroke of five and the landscape then loses distinctly in relief, suddenly flattened while the horizon sucks you in. Let’s not forget the exit.

Departmental

As in the previous paragraph, the front axle struggles to find its place on the asphalt if you tease the right grip. The Japanese alien puts forward a full engine like one of its eggs, filled with an angry critter begging to shoot in the face.

But the MT10 is also remarkable in part cycle, testifying to a rare agility. Logical, with its sporty geometry and its wheelbase dimensions of an MT07 and 40mm less than an MT09….! And if its pneumatic installation in S20 contributes to the progressiveness of the setting on the angle, it is indeed with its chassis that the roadster owes its excellence. In the middle of the Iberian shell, tight or more loose, you never tire on the handlebars. On the very winding mountain track, the Yamaha also reveals an unusual neutrality. The set provides an intuitive machine, going from one angle to another without the slightest inertia. If necessary, the trajectory is easily corrected, the machine reacting to the slightest pressure, both on its wide handlebars and on the footrests. Placed in the eye, the novelty leaves its pilot to concentrate on the only pleasure of piloting. Precise, the front axle provides an excellent feeling of road, allowing entries in manly curves. The exit is just as important. The edgy boiler sticks a Mega Temper to the Battlax envelopes, to the bewitching sound of its narrow muffler. When turning to the right, it resonates all the more, adding auditory pleasure to the mechanical orgy.

On intermediate gears and from 5,000 revolutions, the four cylinder is present but becomes impressive after 7,000 revolutions / minute. Higher still, on the peak of torque, the revivals are angry, both in dynamics and in sound..

In the flashes of the shiftlight illuminating at 10,000 revolutions and the deep groans of the air box, we take the measure of the Yamaha’s potential. The work done on the block is significant, giving the MT10 a lot of boosting force and a character of the third type relative to its asymmetric Crossplane setting. The whole thing gives an efficient and addictive mechanical personality.

In mode B, the most responsive, the machine is quickly tiring, unpleasant as the response to acceleration is brutal. Less vivid, the A mode does not seem to differ much from the Standard. The latter is the most pleasant, delivering few jolts on the revivals and allowing to keep a trickle of gas in curves. We lose nothing in performance and we gain in efficiency and pleasure.

The traction is just as remarkable. Anti-skid cut, the machine does not leave a single horse out of control. Perfectly managed by quality suspensions, swingarm and fork provide excellent control of movements during all phases of driving. Under acceleration, the MT10 barely settles, delivering all its force. On severe braking, the fork sinks a little quickly at the start of its travel but then delivers very good progressivity and everything is adjusted efficiently. In bumpy curves, on the angle, the behavior is very efficient. The hydraulics absorb faults there without parasitic reactions, allowing a high passage speed. Likewise, it enters with naturalness on the brakes in bends and the grip of the lever hardly freezes the direction there. Without lacking bite, the attack of the front calipers may seem a little spongy to those used to latest generation elements. But, as a corollary, this characteristic allows easier control at the start of deceleration..
At a steady pace, the MT10 is obvious and safe, letting the rider benefit from the engine power over most of the available range. And the ergonomics worked, without sporting excess makes it possible to envisage long outings, or trips, without apprehension.

Part-cycle

With the mechanics, this is the strong point of the MT10. Natural, obvious and effective, geometry and suspensions provide permanent approval, whatever the pace, the driving phases or the state of the asphalt. Its compact dimensions give it unusual agility without compromising stability. Only strong dry compressions testify to a sporty damping.
Precise, the front axle gives a lot of information and leaves a great control, well helped by the wide handlebars.

Braking

The decelerations could, on the strongest braking, offer a more consistent feeling. But the power is very sufficient and the elements allow good control at the lever. Equally effective, the rear clamp perfectly supports opposing retarders. Finally, the ABS returns quickly enough but in a rather neutral way and wisely, without straining a sporty handling..

Comfort / Duo

Despite a thin saddle, the rider seat reveals decent comfort. Its width in the central part remains a mystery but in no way hinders movement. Equally significant, the damping guarantees good comfort for the category. Solitary pleasure, the MT10 will make your passenger pay dearly for his presumption in wanting to spoil the stern of his presence. If, however, there are any who want to accompany you ….
Investing in the optional bubble seems wise to cut the road at sustained speed. Aluminum handguards more stylish than effective (because not very enveloping) can accompany them. And semi-rigid saddlebags can improve the ride on longer rides..

Consumption

During our dynamic test of 350 kilometers, the switch to reserve was made twice after 166 km. At the pump, consumption is 8.3 liters per 100 km on average. Cast-fast piloting should lower this number by at least 0.5 to a unit. But such a monument of strength necessarily claims its due in leaded liquid. From which he extracts, from each drop, an intense pleasure.

Conclusion

A sporty and sassy epicurean choice, the Yamaha MT10 has retained the best of its track sister by adding the character necessary for driving pleasure. Rarely does a four-cylinder have such a personality. Sound, roughness of acceleration and intuitive handling, the tuning forks roadster marks as much by its aesthetics as its dynamic qualities. If it is difficult to stay wise on his handlebars, he will be the ideal mount for experienced bikers looking for a machine that is efficient in all aspects..

The novelty arrives in an already well supplied segment. On the Asian side, the Suzuki GSX-S 1000 ABS at € 12,499 and Kawasaki Z1000, less agile, will have a lot to do with the newcomer. In Europe, there are many contenders. The Italian Aprilia Tuono V4 1100, € 14,650 in RR version and Ducati Monster 1200 R, € 18,599 will find the Yamaha a formidable opponent. However, their quality equipment can make the difference. On the other side of the Alps, the efficient Austrian KTM 1290 Super Duke, equipped with an exemplary cycle part, is exchanged for € 15,995. Finally, the Germanic BMW S1000R with its Sport and Dynamic packs is displayed for € 14,670 with superior braking equipment but less agile geometry..

Priced at € 13,199, the MT10 plays well and can count on its enchanting mechanics, its unparalleled agility linked to a high-end cycle part and a quality electronic assembly. A set that risks Badly Tackle the competition.

Strong points

• Original aesthetics
• Engine character and availability
• Agility of the chassis
• Intoxicating sound
• Comfort

Weak points

• Injection jerks
• Selection a little dry

The technical sheet of the MT-10

Colors

Night Fluo
Tech Black
Race Blue

Some finishing details

D-Mode reviews
Anti-dribble clutch
Modified suspension setting

Series
Three-tier TCS
ABS
Speed ​​regulator
D-Mode three maps

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