Used test: Yamaha MT-10
Now is the time to buy and here’s everything you need to know.
The success of the uniquely styled MT-10 super naked arguably began from the moment it was first witnessed by anyone outside the factory. Unveiled to the press on the eve of the Milan bike show late in 2015, as soon as it was ridden on stage by factory GP rider Jorge Lorenzo, the MT immediately drew genuine gasps and applause from the assembled media. Yamaha quite cleverly simultaneously streamed the event live worldwide, almost ensuring its popularity at all subsequent bike shows would, just as it turned out, be huge.
At the NEC, Yamaha gave the MT (a bike based on the USA market’s budget R1-S sportsbike) its own special viewing area and it was mobbed for the entire show. Further evidence of how well it was likely to sell came at its press launch in Spain not long after. All the journalists were instantly excited by the way the 160bhp MT-10 rode, babbling enthusiastically about how brilliant they thought it was within miles. Not all bikes are received quite that well or quite that quickly at press launches. Even very good ones. The journos loved its absolute performance but also rated just how civilised it was at much lower speeds in town.
Yamaha UK was convinced from that point on that it was onto a winner, especially when the MT’s price was announced at a highly attractive £9999. And so it proved to be. The first 10 bikes arrived in UK dealers in the last week of May 2016, and by June it was the nation’s best selling bike of all. It held onto that accolade in July too. In August it was the UK’s best selling bike above 125cc, and by September the MT-10 had sold out completely!
If you’re looking for a recent big naked you’d be daft to look much past this. The Yamaha is an immense motorcycle to ride and buy.
Since then its popularity has continued. It’s been refined in minor detail, with the bike coming equipped with a quickshifter as standard in 2017. That same year the MT-10 Touring, equipped with luggage, handguards, comfort seat and screen became available, as did the higher spec SP version with its electronically adjustable suspension, TFT dash and quickshifter.
All three bikes continue in the line-up.
WHAT’S IT LIKE TO RIDE
The Yamaha MT-10’s USP has got to be its style.
Quite unlike any other motorcycle ever made, the super naked’s highly distinctive, very futuristic, ‘Transformer’ look just can’t be ignored. Its menacing, aggressive, and downright ‘bad’ appearance will get you loads of attention. Though I’d wager few onlookers would win a stare off if they looked directly into the Yamaha’s intimidating twin headlight face. Not everyone approves of the way it looks but I think it’s fabulous.
Judging this bike by its cover is a big mistake though. It may well give the impression it’s going to be an animal to ride, but though it does have lots of very sporty potential that commands plenty of respect, the flagship MT can easily play a much more realistic and versatile role. It has the ability to be very easy to ride and live with.
Fire it up though, and that impression can be dispelled again. The unique hard-edged growl it makes, just like its looks, is unlike anything else on the street – though it does sound just like one of the most famous race bikes out there – Valentino Rossi’s M1 MotoGP machine. That shouldn’t be any surprise really as the MT-10’s 270° ‘cross-plane’ crankshaft has been inspired by the Italian’s Grand Prix machine.
Its uneven firing order is the reason it makes a very similar noise to his bike. But more importantly, it’s also why it delivers its power in the unique way it does too.
Most inline four-cylinder bikes, especially the big capacity ones, have plenty of low down torque. But there’s a certain softness to their initial drive at slower engine speeds. Add more revs and that acceleration becomes harder, as the effort of all four pistons combines to deliver its real meat. With this engine though, there’s a noticeably harder edge to the delivery at low revs. It’s not as strong or explosive as a big V-twin, but there’s definitely a tempered version of the immediacy typical of those motors. It produces a sharp, yet friendly pick up that’s easily good enough to fire the Yamaha strongly and sharply from a standstill.
The standard fitment three-stage traction control system plays an important role under these circumstances, and without it the front wheel would be lofted into the air way too often. It’s a really useful electronic ally that helps the engine to deliver thrills not fear. It’s absolutely superb and pulls with just the same useful strength in the rest of the gears. Make no mistake though, even though the motor might sound and feel lazier than inline fours normally do, it’s always capable of making some serious speed. Based on the cheaper lower-spec US version of the R1 sportsbike’s, it’s been retuned to offer even more low rpm and midrange power. And though it doesn’t feature the same amount of exotic titanium and magnesium internals, it’s no lesser powerplant for it.
Along with its distinctive sound and manners, the motor still produces a more urgent rush if you do want to rev it a lot harder. And when the tacho gets nearer to double figures, suddenly all the lazy, easy-going performance is replaced by a super strong charge so typical of a motor of this configuration. It offers a super-thrilling buzz when you spin it this hard, and instantly creates huge approval. And that’s its real beauty. It has the lazy, usable punch of twin and then the manic, mental ‘hang on tight’ scream of a four. It might have the shortest stroke engine in this class, but in no way is it peaky. It’s utterly fantastic to sample at all rpm. And if you ever want or need to tame things a little, a three-position power mode switch can alter the pace at which all its potential is delivered. ‘A’ gives the sharpest throttle response, ‘Standard’ is how I tried it virtually all the time, and ‘B’ is softer; useful to the less experienced or in poor weather. It’s a clever and very practical device.
Just as brilliant as the engine, is the Yamaha’s chassis which happily copes with all the horsepower the motor makes. Given just how potent it is, all its components are asked to do a hell of a lot. But in the same, almost relaxed and highly commendable way the engine produces its goods, the chassis let’s you explore its considerable capabilities without ever generating any panic.
The balance of the frame geometry, weight and weight distribution, suspension and brakes is excellent – as is their capability individually. I took my time on the bike for the first few miles, but little by little its poised and planted feel encouraged me to feed in more and more speed. When I started opening the butterflies with a bit more urgency my confidence remained totally intact. With time, it just got better and better.
Apart from the engine, and the chassis capability generally, the bike’s agility and steering accuracy is obvious and commendable. The MT-10 feels sharp, precise and direct. It’ll track your chosen line beautifully, and though under very hard acceleration over bumpy roads the front starts to shake slightly, you soon develop enough faith in its ability to steer you exactly where you want to head. Good, if slightly soft, fork action maintains the planted, almost glue-like feel and after a while you get the impression you’re unlikely to lose front end grip. Even using the power of the impressive brakes, which have plenty of feel and progression to match their strength, can’t seem to trouble either the front suspension or the rest of the bike.
I’ve taken another MT-10 out on track before and been just as impressed with the way it performs. However, the same upright riding position that gives you such great control over the bike, allowing you to boss it around without too much physical effort, does have a drawback. Exacerbated by the lack of fairing, you really do need to hang on tight when using the throttle harder and getting up to more silly speeds. Neck muscles can become seriously strained by the pace of the wind. In most circumstances though, I was won over by just how inspiring the Yamaha feels – even when you don’t expect it.
Even when I got caught in rush hour traffic on a local motorway, and then in some heavy cross town congestion, the bike still continued to impress. Its riding position helps provide a great view ahead and is roomy enough to prevent any chance of cramping. As long as I kept speeds sensible, even when I was cruising along a boring stretch of dual-carriageway, I found the fairing and screen offer a lot more protection than expected. It’s no tourer, but if it’s fitted with an aftermarket screen, it has potential to eat miles. Throttle restraint is important for this role though, as mid-30s fuel consumption when riding more keenly can limit range to just 120-130 miles.
All in all though, the MT-10 has to be judged as a surprisingly well-balanced and capable all rounder, with the added bonus of being able to provide instantaneous thrills whenever called for. No wonder so many owners love them.