This week, during the EICMA show in Milan, Yamaha announced updated versions of the MT-09 and MT-09 SP naked sportbikes as well as returning models in several categories, including Hyper Naked, Sport Heritage, Sport Touring, Supersport, and Scooter.
2024 Yamaha Motorcycles: Hyper Naked
Born from the “Dark Side of Japan” design concept, Yamaha says its line of Hyper Naked MT models deliver aggressive street-focused styling and supersport-level capability. In addition to the updated MT-09 and MT-09 SP, the MT-03, MT-07, MT-10, and MT-10 SP return unchanged for 2024.
2024 Yamaha MT-03
2024 Yamaha MT-03 in Midnight Cyan
The entry-level MT-03, with a liquid-cooled 321cc parallel-Twin with DOHC and 4 valves per cylinder, returns in Midnight Cyan or Matte Stealth Black for $4,999 MSRP.
The middleweight MT-07, powered by a liquid-cooled 689cc CP2 parallel-Twin with a crossplane-style 270-degree crankshaft, DOHC, and 4 valves per cylinder returns in Team Yamaha Blue, Midnight Cyan or Matte Raven Black for $8,199 MSRP
The MT-10, powered by a liquid-cooled 998cc CP4 inline-Four with a crossplane crankshaft, DOHC, and 4 valves per cylinder, returns in Midnight Cyan for $14,499 MSRP.
Yamaha says its Sport Heritage lineup offers equal parts street-conquering performance and standout retro-inspired style. It includes two cruisers and two roadsters.
2024 Yamaha Bolt
2024 Yamaha Bolt R-Spec in Raven
The Bolt R-Spec cruiser, which has an air-cooled 58ci (942cc) V-Twin, returns in Raven for $8,899 MSRP.
The XSR900, a larger retro roadster powered by a liquid-cooled 890cc CP3 inline-Triple with a crossplane-style crankshaft, returns in Heritage White for $10,299 MSRP.
The perfect tool for long-distance on-road adventures, Yamaha’s sport-touring motorcycles are designed to provide strong, torquey engines, advanced technology, and all-day comfort. In addition to the 2024 Yamaha Tracer 9 GT+, the open-class FJR1300ES, powered by a liquid-cooled 1,298cc inline-Four and equipped with electronic suspension (ES), returns in Cobalt Blue for $18,299 MSRP.
Yamaha’s line of high-performance R-Series supersport motorcycles are designed for the track as well as the street, combining high-revving engines, agile chassis, and distinctive styling.
2024 Yamaha YZF-R3
2024 Yamaha YZF-R3 in Vivid White
The entry-level YZF-R3, with a liquid-cooled 321cc parallel-Twin with DOHC and 4 valves per cylinder, returns in Team Yamaha Blue or Vivid White for $5,499 MSRP.
The middleweight YZF-R7, with a liquid-cooled 689cc CP2 parallel-Twin with a crossplane-style 270-degree crankshaft, DOHC, and 4 valves per cylinder, returns in Team Yamaha Blue, Raven, or Matte Gray for $9,199 MSRP.
The liter-class YZF-R1, powered by a liquid-cooled 998cc CP4 inline-Four with a crossplane crankshaft, DOHC, and 4 valves per cylinder, returns in Team Yamaha Blue or Raven for $18,399 MSRP.
Yamaha says its scooters are built for economical urban fun. Reliable, efficient, and offering motorcycle-inspired capability for handling everything from rush-hour commutes to weekend get-aways.
2024 Yamaha XMAX
2024 Yamaha XMAX in Granite Gray
The XMAX, powered by a liquid-cooled 292cc Single with SOHC and 4 valves, returns in Granite Gray for $6,199 MSRP.
The MT-10 accessorized for sport-touring. (Photos by Kevin Wing and the author.)
Some rides are more challenging than others. Sometimes we seek out the challenge, and sometimes the challenge finds us. It was a little of both when I found myself stopped on the side of the road, trying to stay upright on a Yamaha MT-10 while being battered by 60-mph winds and sandblasted by a dust storm.
It was Valentine’s Day, and I was headed for Las Vegas to attend the AIMExpo dealer show while a winter storm was sending a freight train of frigid air down from the Sierra Nevada mountains. South of me on Interstate 15 in the Mojave Desert, tractor-trailers were being overturned by the wind. I had avoided that route because I’ve ridden it a million times and find it boring, so I was taking a longer, more scenic ride along part of the Eastern Sierra Scenic Byway (U.S. Route 395) and through Death Valley.
While I expected it to be a cold, windy day – and was warmly cocooned in my Zerofit HeatRub baselayers, Gerbing’s 12V heated jacket liner and gloves, and traffic-cone-orange Aerostich R-3 suit – I didn’t anticipate it would be quite this bad. My arms and neck were sore from leaning into the wind for the past couple of hours, and things went from bad to worse after I filled up in Olancha and turned east on California Route 190 across the Owens Valley. The snowcapped Sierras were partly obscured by dusty haze, and soon I became engulfed in a beige cloud and got blitzed by stinging sand.
This photo doesn’t do the dust storm justice, but the video does. Check it out here or below.
After a few gusts nearly knocked me off the road, I slowed way down and turned on my hazard flashers. At one point, I stopped on the side of the road to get my bearings near the Olancha Dunes OHV area, with my legs splayed like outriggers and my feet planted firmly on the ground. I didn’t dare get off the bike or it would have toppled over, but I managed to dig my phone out of my pocket to capture a video of the blasting sand starting to cover the road and slamming into me and the bike like millions of miniature BBs.
Once you’re in it, you’re in it. You can either wait it out or proceed with caution.
Sport-Touring on the 2023 Yamaha MT-10
In calmer days last fall, I traveled to North Carolina to attend the press launch for the Yamaha MT-10, a naked sportbike based on the YZF-R1 that was updated with engine refinements, R1-sourced electronics, new styling, and revised ergonomics.
Yamaha’s accessory top case comes in three sizes: 30L, 39L (shown), and 50L. It not only provides lockable storage, it also provides a backrest for a passenger. Soft side cases (20L each) are also available.
The MT-10’s suck-squeeze-bang-blow comes courtesy of a 998cc inline-Four with a crossplane crankshaft that produces sound and feel like a V-Four, and its aural symphony is amplified by acoustic sound grilles atop the air intakes on either side of the tank.
At the launch, we rode stock MT-10s in the Cyan Storm colorway, which has a mix of gloss black and gray bodywork with bright blue wheels. One of the Yamaha guys rode a Matte Raven MT-10 fitted with factory accessories: Windscreen ($249.99), GYTR Frame Sliders ($209.99), Comfort Seat ($299.99), Rear Rack/Top Case Mount ($250.99), 39L Top Case ($241.99), and Universal Mount ($24.99). After the launch, Yamaha agreed to let us borrow the accessorized bike for an extended test.
Compact, light, and agile, the MT-10 is like a cat with catnip in the corners.
The first thing we did was take the MT-10 down to Jett Tuning for a dyno run. Measured where the rubber meets the road, the MT-10’s quartet of 249.5cc cylinders chuffed out 138.5 hp at 10,200 rpm and 76.5 lb-ft of torque at 9,000 rpm. Yes, that’ll do nicely.
Then we flogged it around town and up and down the canyon roads that make Southern California such a land of milk and honey for motorcyclists. The balance and smoothness of an inline-Four is always a delight, but the MT-10’s particular blend of herbs and spices is truly mouth-watering. Twist the throttle hard, and the bike leaps forward, emits a joyful noise, and flashes an amber light as the wheelie control keeps the front wheel close to the ground.
Flash forward to my trip in February. The temperatures had been in the 40s all morning, and after making it through the dust storm and climbing out of the Owens Valley, it dropped into the 30s by the time I stopped for a photo in front of the Death Valley National Park sign. It was a Tuesday, and there were few cars on the road – just the way I like it.
A gritted-teeth smile and a powdered MT-10 after the first dust storm.
No matter how many times I visit Death Valley, I never get tired of it. Covering nearly 5,271 square miles, you could fit Rhode Island and Delaware within its borders and still have 1,237 square miles left over. It’s a place of extremes, contrasts, and wonders. And with nearly 1,000 miles of paved and unpaved roads ranging from tame to intense, it’s a two-wheeled playground.
I savored the long, winding descent into Panamint Valley, enjoyed the sweeping curves up to 4,956-foot Towne Pass, and cruised the 17 miles back down to sea level at Stovepipe Wells in Death Valley. After passing Mesquite Dunes, I was engulfed in another dust storm near the Devil’s Cornfield, where clumps of arrowweed resemble corn stalks. Even though wind was battering me, dust was obscuring the wide-open views that make Death Valley such a unique place, and hours of being cold were beginning to take their toll, it felt good to be hundreds of miles away from my desk.
Deep in Death Valley. Nelson-Rigg’s Commuter Tank Bag and Hurricane 2.0 Waterproof Backpack/Tail Pack came in handy.
The windscreen provided more protection than the MT-10’s stock flyscreen but not by much. The comfort seat, however, was a huge improvement over the stock seat. It has a flatter shape, more supportive foam, and a suede-like finish. The top case provides 39 liters of lockable storage, and I used it as a solid anchor point for my Nelson-Rigg Hurricane 2.0 Waterproof Backpack/Tail Pack that sat on the passenger seat. For those who want more storage, Yamaha sells a 50L Top Case ($298.99), Side Case Brackets ($249.99), and MT Soft ABS Side Cases ($484.99).
The MT-10’s stock tinted flyscreen’s height is just above the black mesh screen seen above, so the accessory clear windscreen adds 4-5 inches of height. It send airflow into the top of the chest/shoulder area.
By the time I made it to Las Vegas, the MT-10 no longer looked Matte Raven but a light gray because it was so powdered with dust and grit. In my hotel room, I poured handfuls of sand out of the pockets of my Aerostich suit.
Rolling on the throttle through a smooth corner on the MT-10 delivers a visceral sound and feel.
As I wrote about in First Gear last month, it wasn’t just me at AIMExpo. Our dispersed editorial team also came together in Las Vegas, and we enjoyed a group ride to Hoover Dam and Valley of Fire State Park. In the hotel parking garage after the ride, my colleague Kevin Duke pointed out the center of the MT-10’s rear tire was getting thin on tread. Admittedly, of the 2,000 miles on the bike’s odometer, most of them had been ridden with little to no lean angle, but I figured the tire had enough life left to get me home.
From Vegas, I rode north on I-15 to St. George, Utah, where I spent the weekend with my father and stepmother. Wanting to avoid the interstate for the long ride home, Dad helped me plot out a route west through the sparsely inhabited interior of Nevada.
Sunrise at Snow Canyon just north of St. George, Utah. It stayed below freezing for the next two hours.
On Presidents Day, I suited up, plugged in my heated apparel, and set off north from St. George on State Route 18, which passes by Snow Canyon on its way to Enterprise. Dawn was just breaking, and it was below freezing – and it stayed that way for the next two hours, mostly down in the 20s. My heated gear did its best to keep up; my core was warm, but my hands, even with the heated, insulated gloves turned to the highest setting, were still cold. The accessory I most wished the MT-10 had was heated grips (Yamaha doesn’t offer them).
Cathedral Gorge State Park.
After crossing into Nevada, my teeth chattered as I rode over 6,718-foot Panaca Summit, and then I made a brief stop at Cathedral Gorge State Park, which has walls of eroded bentonite clay that look like intricate sandcastles. Continuing southwest on U.S. Route 93, I went from cold to colder over 6,243-foot Oak Springs Summit. At Crystal Springs, I turned onto Nevada Route 375, known as the Extraterrestrial Highway because it passes near Area 51, the infamous secret government facility where there have been reports of UFO sightings.
Nevada Route 375 is known as the Extraterrestrial Highway. With its beady headlights, the MT-10 looks a bit extraterrestrial itself.
Nevada is known for its “basin and range” topography, with abrupt changes in elevation as you travel over steep mountains and across wide, flat valleys. I passed over two more of Nevada’s summits – Hancock and Coyote, both around 5,500 feet – before reaching the rundown town of Rachel, home to the Little A’le’inn bar/restaurant/motel, the Alien Cowpoke gas station, and scattered mobile homes.
This is the only UFO I saw in the vicinity of Area 51.
Other than a few overpriced souvenirs, Rachel didn’t have much to offer. Route 375 passes through vast emptiness, but there was no evidence of Area 51 or anything otherworldly.
These guys kept a bug eye on me while I gassed up at Alien Cowpoke in Rachel.
My dogleg westward route eventually brought me to the old mining town of Tonopah for gas. I entered California by way of Nevada Route 266, which took me over 7,420-foot Lida Summit, the highest pass of the day.
It was cold and windy for 1,600 miles.
After crossing the state line, I stopped at a ranch that straddles both sides of California Route 168. Nearly 15 years ago, on a moonless night at that very spot, I crashed a Ducati GT1000. I had no business riding through an open range area after dark, but I had left home late and was on my way to meet my father at the Bonneville Salt Flats. I suddenly came upon a herd of black cows on the road, grabbed a handful of brake lever, locked up the front wheel, and went down.
All things considered, I was lucky. It could have been much worse that night. My apparel was thrashed, but I wasn’t hurt and the bike was rideable. The Swiss Army knife that I carry in my pocket to this day still bears scratch marks from sliding along the pavement during that crash. Had I not stopped this time around to preserve the memory with a photo, I wouldn’t have noticed that the MT-10’s rear tire, with just 2,600 miles on it, was worn down to the cords. Bridgestone Battlax Hypersport S22 tires are marvelously grippy, but they’re not much for longevity.
Luckily these are the only scars from my crash 15 years ago.
I rode slowly and gingerly for the next 50 miles, which, regrettably, also happened to be the curviest section of my entire trip. I made it over 6,373-foot Gilbert Pass and 7,271-foot Westgard Pass on my way to Big Pine, a small town that sits in the shadow of the Sierras on U.S. 395. I was safe and sound, but I was 250 miles from home.
Cords showing after just 2,600 miles. No burnouts, I promise!
Unwilling to risk a catastrophic blowout, I got a motel room and hunkered down. The next day, my dear wife drove up to Big Pine in our 4Runner with a motorcycle trailer and rescued me. It’s not how I wanted the trip to end, but once again, it could have been much worse. Maybe my guardian angel lives at that ranch out on Route 168.
A stunning view of the Sierras during what turned out to be the last few miles of my ride.
How about a Tracer 10 GT?
The MT-10’s performance, handling, and ergonomics make it a great streetbike, and with some accessories, it makes for a very sporty sport-tourer. In fact, we’d love to see a Tracer 10 GT version with an even taller windscreen, a lower fairing, heated grips, wind-blocking handguards, hard saddlebags, and higher-mileage sport-touring tires. Hey Yamaha, whaddaya think?
The MT-10 SP is a compact, powerful, sophisticated machine that sits at the top of Yamaha’s Hyper Naked range. (Photos by Joseph Agustin)
Gracing the cover of Rider’s October 2022 issue was the Yamaha MT-10, a thrilling naked sportbike based on the YZF-R1. I had the privilege of riding the MT-10 at the press launch in North Carolina, and afterward, Yamaha loaned us an accessorized version for further testing (we’ll have a report in a future issue).
Yamaha also offers an up-spec version called the MT-10 SP. Priced at $17,199 – a $3,000 premium over the standard model – the SP features Öhlins semi-active suspension, steel-braided front brake lines, a polished aluminum swingarm, a YZF-R1M-inspired Liquid Metal/Raven colorway with blue wheels, and a color-matched lower fairing.
The Yamaha MT-10 SP Goes for the Gold
The Öhlins NIX30-SV fork has the company’s signature gold fork tubes and titanium-nitride low-friction coating on the stanchions. Damping is controlled electronically in automatic and manual modes.
The MT-10 SP is the first production motorcycle to be equipped with the Öhlins NIX30-SV fork and TTX36-SV rear shock. The “SV” stands for “spool valve,” a new damping technology that Öhlins claims improves rider comfort – not typically something high-performance sportbikes are known for.
According to the Swedish makers of those coveted yellow and gold suspension components, “unlike a traditional needle valve, Öhlins’ spool valve features a pressure compensation chamber that balances the force applied to the damper’s actuator, enabling quicker adjustment. The spool valve also provides increased sensitivity and responsiveness at the low and high ends of the adjustment range.”
The MT-10 SP’s electronic suspension and rider aids allow the bike to be tailored to specific conditions or a rider’s preferences. The entire package is nicely refined.
Öhlins’ NIX30 fork and TTX36 shock are primo suspenders that were developed in the heat of World Superbike and Supersport competition. The semi-active versions on the MT-10 SP use inputs from sensors and a 6-axis IMU to electronically manage rebound and compression damping. Through the Yamaha Ride Control menu, riders can choose between three semi-active damping modes (A-1, A-2, and A-3) and three manual setting modes (M-1, M-2, and M-3).
The MT-10 SP’s tall handlebar and reasonably placed footpegs create a comfortable upright seating position.
Damping in the semi-active modes progresses from sporty/firm in A-1 (ideal for track riding) to mildly sporty in A-2 (good for public roads) to comfortable in A-3 (for when you’re loaded up with soft luggage and need to burn miles on a weekend tour). Should a rider feel so inclined, the “automatic” modes can be fine-tuned to suit one’s preferences. Though labeled in ascending order as well, the manual modes are customizable, allowing riders to electronically tune rebound and compression damping independently and save those settings. Preload front and rear must be adjusted manually.
Whereas many electronic rider aids like ABS, traction control, and wheelie control are essentially safety nets that work in the background to increase a rider’s margin of error, electronically controlled suspension truly enhances the overall riding experience. As good as the manually adjustable “analog” KYB suspension is on the standard MT-10, there is no ideal set of preload, rebound, and compression settings that adequately cover the range of riding and road conditions a rider is likely to encounter. The SP’s network of sensors and actuators adjust damping almost instantly – firming up the fork under hard braking to prevent excessive dive, stiffening the rear shock under hard acceleration to prevent squat, and compensating for changes in speed, lean angle, and so on.
At the test ride on the MT-10 SP was the usual gaggle of fast guys on curvy roads, with me doing my best to keep up while also trying to coax my ever-expanding beard up inside my helmet’s chinbar so I didn’t look like a billygoat. We started off at the Petersen Automotive Museum in Los Angeles and made our way along beat-up, traffic-clogged surface streets and poured-concrete freeways to the Pacific Coast Highway and then up into the Malibu hills on roads of varying quality and camber.
The “middle ground” A-2 semi-active mode is the SP’s default suspension setting, and as one might expect, it was firm without being too stiff. It absorbed the concrete seams on the freeway and the unavoidable recessed manhole covers on the PCH without undue harshness. The bike must be stopped before suspension settings can be changed, so at a stoplight, I switched to the sportier A-1 mode before the long, mostly smooth climb up Kanan Dume Road. All was well until I hit a big dip in the pavement at speed, which was a little too jarring for my taste.
After turning onto the notoriously tight, twisty, and – especially after a recent rainstorm – dirty Latigo Canyon Road, our group pulled over after our ride leader’s walkie-talkie fell out of his pocket. I switched back to A-2 mode and attacked the familiar corners with gusto while enjoying an upswell of confidence. Part of what makes semi-active suspension such a game changer in terms of both speed and safety is its ability to keep a motorcycle chassis stable and he tires’ contact patches in contact with the pavement.
After lunch, tumescent with too many tortilla chips and shrimp tacos, I switched over to A-3 mode and enjoyed a softer ride for our return to the Petersen. Burp.
Recipe for special sauce: Take one high-performance naked sportbike, add fresh Öhlins semi-active suspension and other tasty bits, hit the road or track, and enjoy!
Except for the Öhlins semi-active suspension and steel-braided front brake lines, the latter providing better feel at the lever since the hoses can’t expand under pressure like rubber lines, the MT-10 SP is mechanically the same as the standard model. Which is to say, it’s one helluva motorcycle. The upgraded suspension pairs nicely with the MT-10 SP’s rock-solid chassis, strong brakes, and grippy tires, making for a potent, satisfying combination.
Our First Ride Review goes into more detail about updates to the MT-10 platform for 2022. In a nutshell, its 998cc inline-Four’s fuel injection, intake, and exhaust systems were revised to enhance the engine’s torque character, and new Acoustic Amplifier Grilles atop the fuel tank transmit tuned induction sound to the rider. Yamaha’s Accelerator Position Sensor Grip gives the throttle-by-wire system a more natural feel, and a new 6-axis IMU informs a full suite of YZF-R1-derived electronic aids, including lean-sensitive traction control, slide control, wheelie control, engine brake management, and cornering ABS. Other changes include a one-tooth-smaller rear sprocket, an up/down quickshifter, Brembo brake master cylinders, Bridgestone S22 tires, a 4.2-inch color TFT display, revised ergonomics, and stripped-down styling with full LED lighting.
All lighting is LED, including a pair of mono-focus headlights.
Without a doubt, the star of the MT-10 show is its CP4 crossplane-crank engine. Rather than the high-pitched whine of a typical inline-Four, the CP4’s uneven firing interval results in a deep growl more like a V-4. Fueling and throttle response are spot-on. The engine feels a tad dull below 4,000 rpm, but it builds up a good head of steam in the midrange and goes gangbusters above 8,000 rpm. This is one of those engines that not only produces impressive power (138 hp at the rear wheel on an MT-10 we dyno’d a few years ago), but also delivers an engaging, visceral experience, encouraging one to roll on and off the throttle repeatedly to savor the full range of its sound and fury.
Yamaha’s cast-aluminum Deltabox frame wraps around the 998cc CP4 crossplane inline-Four.
Through the menus on the TFT display, the Yamaha Ride Control system allows riders to select among four different ride modes (A, B, C, and D) to adjust throttle response and all the other electronic rider aids. Each mode has presets, but everything is customizable. Sifting through the various options and combinations of settings can be a little overwhelming, and Yamaha’s switchgear and menu system isn’t as user-friendly as what’s available on some other bikes we’ve tested, but most owners will find their preferred settings and stick to them. For me, that was suspension mode A-2, power mode 2 (standard), engine braking mode 2 (reduced), brake control mode 2 (lean-sensitive), and middle of the road settings for traction control, slide control, and wheelie control.
Behind the small flyscreen is a 4.2-inch color TFT display, which is used to navigate the Yamaha Ride Control system, and a 12V outlet.
With the customization that the Yamaha Ride Control allows, riders can specify different personalities for the SP: hard-charging track weapon, surgical canyon carver, weekend sport-tourer, or daily commuter. Yamaha’s factory accessories for the MT-10 also fit the SP, so riders can further personalize their bike with frame and axle sliders, a Yoshimura slip-on exhaust, a windscreen, a comfort seat, 30L or 50L top cases, soft side cases, and more.
Most of the bodywork is painted Raven black – only the tank is Liquid Silver. Acoustic Amplifier Grilles sit atop the air intakes.
Special Sauce
If you’ve got your eye on the MT-10 and the SP model is within reach, the Öhlins semi-active suspension is worth the upcharge alone. The only downside is that it adds 5 lb to the bike’s curb weight compared to the standard model. The steel-braided front brake lines, polished swingarm, lower cowl, and exclusive paint job are nice bonuses, leveling up the MT-10 SP into a truly special machine. Or, in the words of G. Love & Special Sauce, a Philadelphia band I listened to in my college days: My baby got sauce, Your baby ain’t sweet like mine.
The 2022 Yamaha MT-10 is a backroad bomber. Photo by Joseph Agustin.
We test the updated 2022 Yamaha MT-10, the 160-hp scream machine that’s at the top of Yamaha’s Hyper Naked lineup. Aggressive new styling includes a pair of functional intake snorkels with Acoustic Sound Grilles that send a howling symphony up into the cockpit. Other updates include a revised 998cc CP4 inline-Four, new R1-derived electronics, upgraded brakes, refreshed ergonomics, a new TFT display, and more.
The 2022 Yamaha MT-10 features an updated 998cc CP4 inline Four, new R1-derived electronics, upgraded brakes, refreshed styling and ergonomics, a new TFT display, and more. Photos by Joseph Agustin.
Streetfighter, naked bike, sport standard – take your pick, but a motorcycle like the Yamaha MT-10 should really be called The Answer.
And The Question? You’ve got $13,999 in your bank account, declining in value with each passing day due to inflation, so how should you spend it?
2022 Yamaha MT-10 in Cyan Storm
You could be prudent and invest it, but the stock market is volatile and crypto is funny money.
Or you could buy something tangible. You work hard for your money, so reward yourself. Buy something fun.
You could steal another $1,001 from your piggybank and buy a $15,000 Specialized S-Works Turbo Levo electric-assist mountain bike. You’d be the envy of everyone at your local trail, but it’s still a bicycle. You have to pedal it to get anywhere.
Instead, why not cut to the chase and buy a 160-hp scream machine with electric-blue wheels and laser-beam eyes? Money can’t buy happiness, but it can buy a bundle of thrills.
Near where the intake ducts enter the airbox are new Acoustic Sound Grilles that direct intake noise into the cockpit.
Twist its right grip, and the MT-10 punches a gaping hole in the atmosphere, sucking in air through a trio of uneven-length intake ducts and sending a glorious howl up through a pair of Acoustic Sound Grilles, tingling all the right nerves and tapping into your hypothalamus for a big hit of dopamine.
Embrace your inner hedonist. Ask for forgiveness rather than permission. Be the gear change you want to see in the world.
Rowing through said gears – made easier with an up/down quickshifter but also slick and smooth using the slip/assist clutch – and spooling up the 998cc inline Four repeatedly is endlessly entertaining and hopelessly addictive. The only thing that got me to stop was an offer of free lunch with North Carolina pulled pork and sweet tea on the menu.
The MT-10’s CP4 (crossplane 4-cylinder) engine is adapted from the Yamaha YZF-R1 sportbike. Its crossplane crankshaft offsets each crankpin 90 degrees from the next, resulting in an uneven firing interval that produces a sound and feel that’s distinct from a typical inline-Four and similar to a V-Four. Fluctuations in inertial crankshaft torque are smoothed out, providing more linear throttle response and helping keep the rear tire hooked up when launching out of corners. This thrill mill churns out immediate, predictable, goosebump-inducing power.
The MT-10’s 998cc CP4 is adapted from the YZF-R1. It’s a stressed member of the cast-aluminum Deltabox frame.
Tuned for the street, the MT-10’s powerplant diverges from the R1’s track-ready engine. Its crankshaft has more inertial mass for smoother throttle response, its conrods and valves are made from steel rather than titanium, and its intake ports, combustion chambers, and forged aluminum pistons are different, resulting in a lower compression ratio (12:1 vs 13:1 on the R1). Yamaha optimized torque delivery between 4,000 and 8,000 rpm – right in the heart of the rev range.
Like the YZF-R1, the MT-10’s throttle-by-wire system now employs Yamaha’s Accelerator Position Sensor Grip (APSG), which uses a spring, slider, and gear mechanism to produce variable resistance for a more natural throttle feeling. Throttle response can be altered by selecting one of four PWR (Power) modes, with Modes 1 through 3 going from sharp to soft and Mode 4 reducing power for sketchy conditions. There are also high and low engine-braking modes.
Mission control for the rider’s left hand.
Response is fairly anemic below 4,000 rpm, lively in the midrange, and hair-on-fire hellacious from 8,000 rpm until redline (12,000 rpm). When we tested an MT-10 a few years ago, its 160 hp at the crank translated to a peak of 138 hp at 9,400 rpm at the rear wheel, with more than 120 hp on tap above 8,500 rpm. The wide, flat torque curve topped out at 77 lb-ft at 9,200 rpm. Figures should be similar for the current model.
Hanging off the right side is a shorter, lighter silencer protruding from an underbelly exhaust box with four catalyzers that zap unfriendly elements from spent gasses. A slightly larger rear sprocket (42 teeth vs. 43 before) contributes to smoother response at small throttle openings and better fuel economy, which Yamaha says has increased from 30 to 36 mpg.
An up/down quickshifter, cruise control, and R1-derived electronics are standard equipment.
The MT-10’s 2022 update also includes a 6-axis IMU and a comprehensive electronics suite originally developed for the YZF-R1. The system includes lean-sensitive traction control, slide control, wheelie control, mind control (but don’t quote me on that), and cornering ABS, all with multiple levels or modes. Each can be adjusted independently, and the Yamaha Ride Control system provides four ride modes with attendant presets. Since it’s easy to go unexpectedly fast on the MT, the new Yamaha Variable Speed Limiter can help riders avoid unwanted attention from authorities by curbing acceleration above a set speed.
Show Me What You Got
Aesthetically, the MT-10 sports a more stripped-down look, with what little bodywork there was on the previous model removed. The intake ducts on either side of the fuel tank, which were cosmetic before but now fully functional, are more prominent. New twin-eye mono-focus LED headlights and LED position lights combine with a more compact nose assembly to minimize overhang and shorten the MT’s nose-to-tail length. The MT-10’s styling still has a Transformers-esque quality that will inspire cheers or jeers depending on your point of view.
Twin-eye mono-focus LED headlights are new, and only the right is illuminated for low beam.
Aimed at middle-aged experienced riders who appreciate both performance and comfort, the MT-10 may look more aggressive, but its ergonomics are more user friendly. Its fuel tank has been reshaped, its rider triangle has been revised to enhance the feeling of sitting “in” the bike, and its seat foam is firmer for more support (seat height increased slightly to 32.9 inches).
2022 Yamaha MT-10 in Matte Raven Black with accessories
A few years ago, we added a windscreen, a comfort seat, a trunk, and soft saddlebags to the MT-10, and it made for a solid sport-tourer, thanks in part to standard cruise control. The current model would likely perform even better as a long-hauler. A new tubular subframe keeps the tailsection slim while providing support for a passenger and gear. Yamaha’s accessories list includes top trunks in three sizes (30, 39, or 50 liters) along with passenger backrest pads and liner bags.
Behind the MT-10’s small flyscreen is a new 4.3-inch color TFT display that packs in a lot of info. However, as with the MT-09 and Tracer 9 GT, some of the text is small and difficult to read at a glance – at least for middle-aged eyes of the target demographic. Also, the menu wheel next to the right grip requires dexterity and coordination to use while controlling the throttle.
Using the menu wheel on the right switchgear can be tricky.
Riding the Ridge
We plied nearly 200 miles of some of the best roads near Asheville, North Carolina, including the Blue Ridge Parkway, NC 215, NC 281, U.S. 276, and Charleys Creek Road. Early morning fog and deeply shaded corners that hid wet pavement and patches of gravel kept us on our toes. Thankfully, the MT-10 is very forgiving and reassuring in dodgy conditions.
North Carolina Route 215
The MT’s chassis uses the same cast-aluminum Deltabox frame found on the R1, with the engine as a stressed member to save weight. It has a long swingarm for stability, but its compact 55.3-inch wheelbase (an inch shorter than the MT-09’s) and moderate 467-lb curb weight help the MT feel agile and fit – much more so than the graybeard at the controls.
Most of the pavement on our route was smooth, but even where there were cracks, seams, and dips, the MT’s fully adjustable KYB suspension soaked up the punishment without complaint, and the new Bridgestone Battlax S22 tires provided reassuring grip. Checking tire pressures is now easier thanks to 90-degree valve stems – a small but much-appreciated upgrade.
Cyan Storm wheels are eye-catching and they’d shod with Bridgestone Battlax S22 sport tires.
Fast bikes need strong brakes, and the MT’s dual 320mm floating front discs with 4-piston radial calipers and single 220mm rear disc with a 2-piston caliper turn kinetic energy into thermal energy with authority. New for this year are a Brembo radial front master cylinder, a Brembo rear master cylinder, and new pad springs on the rear caliper, all of which give the brakes a more refined, precise feel.
But Wait, There’s More!
Joining the MT-10 this year is the up-spec MT-10 SP, which replaces the manually adjustable KYB suspension with Öhlins semi-active suspension, adds steel-braided front brake lines, and comes in a YZF-R1M-inspired colorway with premium styling accents.
2022 Yamaha MT-10 SP
The SP is the first production motorcycle to be fitted with Öhlins’ next-generation electronically controlled suspension that uses the latest spool valve damping. Riders can choose between three semi-active damping modes and three manual settings. Managed through the Yamaha Ride Control menu, the suspension can be tailored to suit the riding style or environment.
We didn’t get a chance to ride the MT-10 SP, but we expect it will take the riding experience up another level. It’s available in Liquid Metal/Raven for $16,899. The standard MT-10 is available in Cyan Storm (shown) or Matte Raven Black for $13,999.
2022 Yamaha MT-10 in Matte Raven Black (left) and Cyan Storm
When the original FZ1 was introduced in the early 2000s, it took the YZF-R1’s superbike performance and made it easier to live with on the street. From the FZ1 to the FZ-10 to the latest CP4-powered, R1 electronics-equipped MT-10, Yamaha has refined its formula and improved the final result. Ask the right question and the answer becomes obvious.
2022 Yamaha MT-10 Specs
Base Price: $13,999 Website: YamahaMotorsports.com Engine Type: Liquid-cooled, transverse inline-Four, DOHC w/ 4 valves per cyl. Displacement: 998cc Bore x Stroke: 79.0 x 50.9mm Horsepower: 138 hp at 9,400 rpm (rear-wheel dyno, previous model) Torque: 77 lb-ft at 9,200 rpm (rear-wheel dyno, previous model) Transmission: 6-speed, cable-actuated slip/assist wet clutch Final Drive: Chain Wheelbase: 55.3 in. Rake/Trail: 24 degrees/4.0 in. Seat Height: 32.9 in. Wet Weight: 467 lb Fuel Capacity: 4.5 gal. Fuel Consumption: 36 mpg
Offered in the U.S. for the first time, the up-spec 2022 Yamaha MT-10 SP receives the same updates as the MT-10 but also features Öhlins semi-active suspension, a color-matched lower fairing, and braided steel brake lines. It comes in YZF-R1M-inspired Liquid Metal/Raven.
Yamaha’s “Hyper Naked” lineup includes six MT models, with MT standing for “Master of Torque.” The range starts with the entry-level MT-03 and works its way up to the MT-07, MT-09, MT-09 SP, MT-10, and MT-10 SP. All have been updated recently, and the 2022 Yamaha MT-10 and MT-10 SP, the latter being offered in the U.S. for the first time, are the latest to get upgraded.
2022 Yamaha MT-10
2022 Yamaha MT-10 in Cyan Storm
Our last test of the MT-10 was in 2017 (when it was known as the FZ-10), and it proved to be an exciting, versatile sit-up sportbike, even performing well as a sport-tourer when accessorized with a taller windscreen, a comfort seat, and luggage.
For 2022, the MT-10 gets a more stripped-down look, with unnecessary bodywork removed. Enlarged intake ducts mounted on either side of the fuel tank cover increase efficiency while enhancing the bike’s aggressive stance. New twin-eye mono-focus LED headlights and LED position lights above the headlights combine with a more compact nose assembly to minimize overhang. Separate high and low beam units are said to project a powerful, even beam with softer light at the edges.
Yamaha has also improved the MT-10’s ergonomics with a reshaped fuel tank, a revised rider triangle that enhances the feeling of sitting “in” the bike, and a more comfortable seat.
Also new is a 6-axis IMU and a full suite of electronic rider aids originally developed for the YZF-R1. The system includes lean-sensitive traction control, slide control, lift (wheelie) control, engine brake management, and ABS, all with multiple levels or modes. Each can be adjusted independently, or the Yamaha Ride Control system provides four ride modes with presets for each one. The MT-10 is also equipped with an up/down quickshifter.
Yamaha has refined the MT-10’s liquid-cooled, 998cc CP4 inline-Four with new fuel injection settings and revised intake and exhaust systems that are said to deliver a more torquey, street-focused engine character. A new airbox with three differing-length intake ducts tuned to resonate harmoniously at varying engine speeds creates a unique intake roar that enhances the overall riding experience. Sound is heightened further by new Acoustic Amplifier Grilles positioned on the front left and right of the fuel tank, transmitting the tuned induction sound directly to the rider.
Like the YZF-R1, the new MT-10 features a throttle-by-wire system with the Accelerator Position Sensor Grip (APSG), which uses a spring, slider, and gear mechanism to produce varying degrees of resistance to recreate a natural throttle feel during use. The rider can also change throttle response characteristics by adjusting the PWR (Power delivery mode) between four different power modes.
Originally developed to cope with the demands of high-horsepower superbikes under race conditions, the MT-10’s aluminum Deltabox frame uses the engine as a stressed member to minimize weight. Equipped with a long aluminum swingarm while still maintaining a compact 55.3-inch wheelbase, the chassis is designed to deliver agile yet stable handling in a wide variety of low- and high-speed riding conditions.
2022 Yamaha MT-10 in Matte Raven Black
Fully adjustable KYB suspension can be tailored to rider preferences. The triple-disc brakes, with dual 320mm floating discs with 4-piston radial calipers in front and a single 220mm disc with a 2-piston caliper out back, get upgraded for 2022 with the addition of a Brembo radial brake master cylinder. Also new is a 4.2-inch color TFT display.
The 2022 Yamaha MT-10 will be offered in two color options: Cyan Storm or Matte Raven Black. It will be available from dealers in March 2022 for an MSRP of $13,999.
2022 Yamaha MT-10 SP
Joining the MT-10 for 2022 is the up-spec MT-10 SP, which replaces the manually adjustable KYB suspension with Öhlins semi-active suspension and is offered in a YZF-R1M-inspired colorway with premium styling accents.
The new MT-10 SP is the first production motorcycle to be fitted with the Öhlins’ next-generation electronically controlled suspension employing the latest spool valve damping. This state-of-the-art technology provides an even greater range of damping adjustments and a higher degree of response.
Riders can choose between three semi-active damping modes (A-1 [Sport], A-2 [Intermediate], A-3 [Tour]), as well as three manual settings (M-1, M-2, M-3). When any of the automatic modes are selected the system adjusts rebound and compression damping continuously to match the current running conditions, ensuring the most appropriate settings are always in play.
Manual mode allows precise electronic adjustment of compression and rebound damping for both the front fork and rear shock. Managed through the YRC menu, the suspension can be tailored to suit the riding style or environment.
The MT-10 SP is also equipped with an exclusive color-matched lower fairing for a more aggressive race-bred look, while also directing more air to the oil cooler at speed. It’s also equipped with braided steel brake lines, providing a high level of feel at the lever and more resistance to fade.
The 2022 Yamaha MT-10 SP is available in Liquid Metal/Raven. It will be available from dealers in May 2022 for an MSRP of $16,899.
For more information or to find a Yamaha dealer near you, visit yamahamotorsports.com.
How good’s this? KTM’s outstanding 1290 Super Duke R one week, Yamaha’s top spec’ MT-10 SP the next. Arguably two of the best naked sports bikes of the current crop. I’d go a step further and say two of the best current sports bikes period. After spending time on these, I’ll be honest and say that I’m not sure why anyone would pony up for a full faired thoroughbred for road use instead of one of these puppies, unless they were doing regular track days. Anyway, let’s get to it.
Yamaha MT-10 SP
The MT-10 SP. What are we looking at here then? It’s essentially the cooking model MT-10 with extra special sauce Ohlins ERS front and rear as well as the flash TFT screen from the R1. The Ohlins ERS (Electric Racing Suspension) bit means that they not only do some techno wizardy that constantly monitors and tweaks the compression and rebound settings for the optimal ride, but it also lets you adjust the overall settings on the fly yourself. It’s a serious bit of tech. And they’re seriously good. I reckon they work best when you’re hard at it – and on rough back roads you’ll want to nip through the first few settings from A, to somewhere in the M range. I found the A settings just fine on smoother roads though. Bloody good in fact.
Ohlins provide the electronic suspenders on the Yamaha MT-10 SP
And the TFT dash has some very trick additions. It has a road mode and a track mode track mode enabling lap timing and displaying best lap or previous and a host of other options. The mode selector (on the left hand side switchgear) allows you to adjust ride modes, power maps, traction control and suspension presets all quite quickly and easily. I’m still not a fan of the multi-function scroll wheel on the right hand side or its interface on the TFT, with more options and screens than ever, but that’s a minor bug bear really. The overall screen layout is pretty solid.
The MT-10 offers the full electronics package
So how’s it ride? Well, compared to the R1 which of course shares its epic cross-plane engine, the SP is a far more accessible option. With a far more comfortable upright riding position and seat, it’s a legitimate commuter and tourer as well as a weekend scratcher. And it positively LOVES pointing the front wheel towards outer space. I reckon if Yamaha put a fairing on this, it would be the modern equivalent of older generation Honda VFRs. Which sold by the boatload. Just sayin.
The MT-10 SP shares the R1 powerplant but is more accessible
Styling wise the front end treatment is certainly distinctive. I reckon it’s trying to be as funky as the old K1300R, but it looks a little transformerish to me. Like a blue bumblebee. I personally think it would be better off with a more standard looking headlight set-up. Yamaha have had some nice ones over the years like the older FZ1-N for instance. Either way… looks are subjective and when you’re riding it you are not going to be looking at it unless you are in the process of crashing…
A distinct Transformer style headlight design is featured
But you do notice the engine. I’ve written about the cross-plane donk before and hopefully will again soon, but my god it’s good. And combined with the R1 quick shifter it’s just ridiculous. The MT-10 is tuned more for torque than the R1, with peak torque of 110 odd Nm coming in at 9000 rpm. There’s about 160 ponies on tap too. On the road there’s serious surge from 5,000 rpm which you’re sitting just below at highway speeds in top gear. Big hump. Right off idle. It’s addictive. And the soundtrack is sublime. I personally preferred the B mode map 2 which I found an ideal blend for performance and shenanigans. It wasn’t quite as aggressively tuned as A mode and the map 2 just softened the throttle ever so slightly, allowing for more controlled lofting of the front 🙂 Speaking of, it’ll happily hold up the front in fifth… ahem.. so I’m told… Bonkers.
The MT-10 SP provides 160 hp with ride modes
Steering wise, the front end is probably the only part that I reckon could do with a tweak. It felt to me like it was a touch over done on the steering damper side of things. Made it feel a little heavier than I’d prefer. You really notice it when pushing it around on foot and at low road speeds. That said, it diminishes somewhat as the speed rises and the result is a front end that feels dyna-bolted to the road, it’d just about take a hit with a bus to put it off line. I reckon it’d be pretty ace on a tight track… Combine it with the very effective traction control system borrowed from the R1 (I was happy with setting 2), and you can really take liberties when getting up it. On the right bit of road I regularly found myself exiting corners with the back squirreling ever so slightly for grip before catapulting me towards the next bend. Not once did the front protest or even wriggle.
The front end was on the heavy side, with a tweak to the steering damper maybe in order
It’s no lightweight either. With a wet weight of 210 kilograms it has a certain solidity to it, which no doubt helps the planted feeling of the front end. You do feel the heft when tipping into corners. Not a lot. And it’s not heavy per se, but it does tip in slower than you might think. However, it’s uncannily stable for a sports bike.
Anything else? The fuel gauge has the same quirk as the R1 in that it only shows full, then half full, then finer increments below half. Weird. Makes planning longer trips with bigger gaps between fill-ups a little more taxing if you don’t remember to re-set the trip meter. Oh and speaking of fuel – it doesn’t mind a sip of the good stuff. You’ll be filling up before you get to 250 kilometres. The fuel light was coming on for me just after 200 km – and I was putting in about 14-litres worth at 220 km. Its an 18-litre tank so you’d get another 50 km or so more than that depending on how full to the brim it was when filled. So it’s acceptable, but not great. That means a daily top-up for me. Not that it matters much when you have that engine at your fingertips. Oh – I do think something with an SP badge should come with a nice muffler too. But maybe that’s just me.
An 18 L fuel capacity should be good for 250km
There’s very little to fault with the MT-10 SP. I reckon it could quite possible be the best bike in the Yamaha fleet in fact. I’d have one as a sporting road bike option before the R1 nine times out of ten. And I’d be able to comfortably use it every day. Commute on it. Load it up and do weekend tours on it. And still take it to most tracks in the country and have a blast. It would only be left wanting on the fastest flowing circuits like Phillip Island where fairings come in a bit handy…
A special SP exhaust wouldn’t go astray on the MT-10
It’s a ripper. Going back to the intro and the comparison to the new (not quite here yet) KTM 1290 Super Duke R. Is the MT-10 SP better? They were line-ball last year with a split vote from MCNews, but I think team orange have moved the game on a bit since then… That said the cross-plane engine has a distinctly additive character that will win plenty over. In truth they’re both great rides. And both have slightly different personalities. I think it’d come down to your own riding style, aesthetic preference and any brand allegiance you had.
Is the Yamaha MT-10 SP the pick of the Yamaha line-up… seems that way…
Ride both. Pick a colour. Toss a coin. Pick an engine you like the best. Consult the 8 ball. Either way you can’t go wrong. Have I mentioned we’re spoilt for choice as bike riders before?
Yamaha MT-10 SP
Why I like it
Way more comfortable than the R1. Its an everyday option.
That R1 crossplane engine. Its drool inducing. Holds the front up in 5th…
Easy ride mode switching on the move
Flash Ohlins completes the package
I’d like it more if
Dial the steering dampener back a smidge
Not convinced on the bumblebee face
The scroll wheel controller and screen interface needs a rethink
The fuel tank gauge was more incremental and a little bit more range would be nice
An ‘SP’ should have a ‘better than stock’ muffler shouldn’t it?
