[cycleworld.com] - 2022 Yamaha MT-10 First Ride

[Ninjette Newsbot]

Yamaha crowns their Hyper Naked line of motorcycles with the updated MT-10 and its new six-axis IMU, improved chassis and engine.

Click here to view on their site.


The MT-10’s styling is aggressive and insectile, but the brand-new mono focus LED headlights punch a decent hole through the dark tunnels on the Blue Ridge Parkway. (Joseph Agustin/)It’s been more than two decades since Yamaha joined the open-class streetfighter party with its FZ1, which was based on the YZF-R1 of the era. That bike became the FZ-10 in 2016, just before Yamaha decided to unify its nomenclature worldwide in 2018 and simply call the bike the MT-10. Yamaha’s current Hyper Naked family of motorcycles was created to provide a path for riders to progress from the smaller twin-cylinder MT-03 on to the MT-07, then up to bigger bikes like the inline-triple powered MT-09, and finally to the patriarch, the four cylinder MT-10/MT-10 SP.

The mission with the MT-10, like the FZs before it, has remained constant over the past 20-plus years: providing open-class power and performance in a more street-focused motorcycle with little or at least less bodywork. Most longtime fans of streetfighters know the story of the class origin by now: a rider crashes a sportbike; they can’t afford new bodywork; the bike gets stripped down to the essentials, and a streetfighter or naked sportbike is born. Early adopters who capitalized on the trend with production streetfighters in 1994 were Ducati with the original Monster, and then Triumph, which created the Speed Triple, and the modern production naked sportbike was born. It took a while for the Japanese to get the memo, but then bikes like Honda 919, Yamaha FZ1, and Suzuki Bandit jumped into the market.


Our MT-10 is finished in Cyan Storm paint, but is also available in Matte Raven Black. (Joseph Agustin/)If there’s ever been a complaint about Japanese companies’ interpretation of the class, it’s been that the bikes were usually overly softened versions of their fire-breathing, plastic-clad sportbike cousins. The Europeans acted on that hey-stop-taking-the-fire-out-of-these-naked-superbikes feedback a bit earlier, with models like the Ducati Streetfighter, Aprilia Tuono, MV Agusta Brutale, and later the KTM Super Duke, all hardcore nakeds. Yamaha took a major leap forward in 2001 with the brilliant, original FZ1 in all its tube-frame, carbureted glory. No, it wasn’t a naked YZF-R1, but it ran hard and fast, while also being comfortable and upright. As a result, it won Best Open-Class Streetbike in 2001 Ten Best Bikes balloting. Even when Yamaha’s liter-class naked bike wasn’t winning Ten Best awards, it always had an edge. Yamaha’s next ace up its sleeve was the introduction to continue that edge was the crossplane-crank engine back in 2009. Things started to get interesting when the R1 was again updated in 2015 to include the most sophisticated electronics package of any of the Japanese liter bikes, but some of the features like the more sophisticated IMU weren’t passed on to the FZ-10, despite the bikes sharing a very similar engine.

What’s New

It might have taken a while for the full technology of the current-gen R1 to trickle down, but the brand-new MT-10/MT-10 SP have fully embraced it. Clearly the biggest news for 2022 is the addition of a six-axis IMU with rider aids. The inertial measurement unit is the latest generation, both lighter and smaller, allowing such things as lean-sensitive traction control and ABS, Slide Control (SCS), front wheel Lift Control System (LIF), Engine Brake Management (EBM), and cruise control, and a programmable top-speed limiter called the Yamaha Variable Speed Limiter (YVSL).


The crossplane-crank CP4 engine has been updated with new EFI settings, and intake and exhaust mods to improve performance. (Joseph Agustin/)Yamaha will be the first to admit that when the term “tuned-for-torque” gets thrown around, customers usually have the knee-jerk reaction of asking why they can’t just get the full firepower of a superbike. Product planners will argue that an engine like the updated CP4 in the MT-10 is much better for the realities of street riding.

Engine updates include new fuel-injection settings and intake and exhaust mods intended to move the torque lower in the rpm range, where street riders realistically can make use of available power most often The intake mods consist of a trio of new air intake ducts feeding the new airbox, plus new Acoustic Amplifier Grills on each side at the front of the tank which essentially pump intake noise right into the cockpit. Advanced ride-by-wire is managed by the Yamaha Chip Controlled Throttle and new Accelerator Position Sensor Grip throttle. Also new is an improved up-and-down quickshifter, working in harmony with a clutch that has assist and slipper functions.


New intake ducts and the Acoustic Amplifier Grills can be seen on the top front of the airbox cover/tank. (Joseph Agustin/)Styling updates include new mini-fairing housing twin mono-focus LED headlights and position lights below those. The new intake ducts flank the front of the bike, flowing back into the tank/airbox cover. Perhaps the most welcome addition is the new R1-derived 4.2-inch full-color TFT display, which provides ride information and is a much improved screen for navigating through menus to customize ride modes and access other functions.

Riding Impression

We spent a day riding the MT-10 on the Blue Ridge Parkway south of Asheville, NC, enjoying a bunch of little offshoots and loops on the way to Lake Toxaway. As rain was in the forecast, we got an early start and headed straight down the BRP, avoiding the tourist traffic that normally stacks up on the road at midday, clogging it up with the help of a 45-mph speed limit, infrequent pull outs and long no-passing zones.


Hit the Blue Ridge Parkway at the right time, and it’s such a fun, flowing, and beautiful road. (Joseph Agustin/)We were instantly reminded why we love the CP4 engine. Not only is the sound—now amplified into the cockpit—truly a sonic masterpiece, but the power delivery of the crossplane-crank engine is utterly satisfying. The engine’s grunty power is now managed by a new ride-by-wire throttle, which is extremely precise and predictable, with delivery based on the riding mode selected.


It may look the same, but the new Accelerator Position Sensor Grip throttle brings ride-by-wire to the MT-10 without the use of cables. (Joseph Agustin/)Overnight showers left plenty of wet patches on the road, which provided an opportunity to try those different ride modes. All four of the modes can be customized, unlike systems from other manufacturers which allow customization in just one or two modes. But on the MT-10, each mode allows the rider to adjust traction control, slide, wheelie, engine braking, and ABS in addition to power delivery. For this early morning blast a mode with full power was selected, and the rest of the settings were left in a pretty conservative and safe state.

Later in the morning when the roads were mostly dry, a custom created mode was selected: full power, no wheelie control, and lighter engine braking. Modes can easily be toggled through on the fly; when the route juked back under the canopy of the trees to the wet roads underneath, the original mode was just a few clicks away.


An new TFT display makes navigating through the menus easier and more intuitive. (Joseph Agustin/)Let the CP4 engine eat and you’ll know right away you’re on an open-class sportbike. The beauty of this engine is that, like the R1, it delivers smooth tractable torque down low and through the midrange, combined with an inline four’s revvy nature. In this application, it definitely lacks the superbike’s last little bit of top-end power, but by the time the engine reaches the top of the rev range the bike is rocking along at a pretty decent clip. Even while maintaining a spirited pace most of the day, there was no need for that nth degree of top-end power.

Not only do the new electronics help keep the bike composed and efficient and provide a bit of safety net, but the updated quickshifter is absolutely crisp and slick. Wide-open upshifts keep the engine in the sweet part of the torque while shifting up through the gearbox; it’s still helpful to dip the clutch a bit on downshifts, especially dropping from second through neutral on the way to first, but this never upsets the quickshifter, which just snicks into the chosen gear with ease. This, combined with the slipper clutch and the ability to fine-tune engine braking, means corner entries are composed and smooth.


Also new is the up-and-down quickshifter, which is one of the slickest out there. (Joseph Agustin/)This version of the MT-10 comes with KYB manually, fully adjustable suspension front and rear; the SP version will have Öhlins semi-active units. The MT-10?s chassis has an aluminum Deltabox frame and uses the engine as a stressed member. The 55.3-in.-wheelbase is shorter than most of Yamaha’s Euro competitors, such as the KTM Super Duke, Aprilia Tuono V4 Factory, and Ducati Streetfighter V4; the MT-10?s steep 24-degree rake and 4.0 inches of trail are also a bit more aggressive than those of its competitors.


With a short 55.3-in. wheelbase and aggressive front end geometry, the MT-10 handled the endless hairpins we rode without breaking a sweat. (Joseph Agustin/)The route included quite a few offshoots off the Blue Ridge Parkway, which meant fewer of the flowing long sweepers and many more tight hairpin and carousel turns. Wet patches were still possible around any given corner, so the MT-10?s front-end confidence was welcome. Turn-in was sharp and predictable, with the fork keeping the bike composed over nasty mid-corner bumps and seams. Using the suspension settings provided by Yamaha on the day, we thought the rear end could have used just a bit more rebound damping, but it was never too far off of ideal on the roads we were on. We’ll hit the clickers and springs thoroughly when we get a testbike at the home office. At speed, the big MT is stable and composed. Most of the BRP is a billiard table, but some of the side roads were likely to throw a curveball at speed when least expected. Through it all, the bike felt planted and never shook its head or got out of shape.


The standard MT-10 comes with manually adjustable KYB suspension, with provisions for spring preload, rebound and compression damping front and rear. (Joseph Agustin/)Despite a slightly more aggressive riding position than the previous model, the relationship between the seat, pegs, and bars was just about perfect for my 5-foot 11-inch frame. The comfortable seat sits at a claimed 32.9 inches and is covered in a plush-feeling alcantara-like material. Wind protection from the mini-fairing was quite good and kept the airflow smooth over my helmet and upper body. There was no fatigue, even after nearly 200 miles in the saddle.


The MT-10 has a new slightly more aggressive riding position, but the new seat was comfortable on our 200 mile ride. (Joseph /)Traffic was heavy on the way back into Asheville, an unfortunately perfect situation in which to consider the bike’s low-speed, low-rpm fueling, which turned out to be spot-on. It wasn’t a hot day, but heat off the engine was minimal in stop-and-go traffic, and the light assist clutch made creeping along no big deal.

Overall, the MT-10 was very impressive; the CP4 engine is one of the all-time greats, both torquey and revvy. And with the addition of modern electronics, the revamped ride-by-wire throttle control, six-axis IMU with lean-sensitive TC and ABS, and so on, that engine is able to get the power to the ground any way you like it, aggressive, mellow, or somewhere in between. Packed into a fantastic chassis with really good suspension and brakes, topped off with an upright riding position that provides all-day comfort, and the result is a massively fun sportbike for real-world riding.


There is no question that the MT-10 is a lot of bang for the buck, at $13,999. (Joseph Agustin/)Making the package just a bit sweeter is an MSRP of $13,999 for either Cyan Storm or Matte Raven Black. That’s significantly less money than any of its Euro rivals. Opting for the Öhlins-equipped SP version costs $16,899, still a lot less than the competition.


Don’t like the Miami Vice look? The MT-10 also comes in Matte Raven Black. (Joseph Agustin/)2022 Yamaha MT-10 Specifications

MSRP:$13,999Engine:liquid-cooled, DOHC, inline-four, 16 valvesDisplacement:998ccBore x Stroke:79.0 x 50.9mmCompression Ratio:12.0:1Transmission/Final Drive:Six speed, chainFuel System:Electronic fuel injection w/ YCC-TClutch:Wet multiplate w/ assist and slipper functionsEngine Management/Ignition:ElectronicFrame:Deltabox aluminum frameFront Suspension:43mm KYB inverted fork, fully adjustable; 4.7 in. travelRear Suspension:KYB piggyback shock, fully adjustable; 4.7 in. travelFront Brake:Radial-mount four-piston calipers, Dual 320mm discs, Brembo master cylinder, w/ ABSRear Brake:Twin piston caliper, 220mm disc, w/ ABSWheels, Front/Rear:Five-spoke cast-aluminumTires, Front/Rear:120/70-17 Bridgestone Battlax Hypersport S22 / 190/55-17 Bridgestone Battlax Hypersport S22Rake/Trail:24°/ 4.0 in.Wheelbase:55.3 in.Ground Clearance:5.3 in.Seat Height:32.9 in.Fuel Capacity:4.5 gal.Claimed Wet Weight:467 lb.Contact:yamahamotorsports.com