2022 Yamaha MT-10
More Drama, More Excitement, More Fun, accompanied by even More Menacing Growl
The Yamaha MT-10 was never simply an R1 with straight handlebars. This current iteration, with this famed "super naked avatar," is an even better motorcycle, especially for sport-riding enthusiasts amongst us who demand superbike-level performance in a comfortable upright package. Since its introduction in 2016, the MT-10 has never found it difficult to distinguish itself from its Japanese rivals, notably with its cross-plane engine's highly addicting snarl. Also, it has always sought to surpass its European competitors and still aims to do the same with a more powerful Euro 5-compliant engine, improved electronics, more finesse, fine changes to the body, improved ergonomics, and a dash of adrenaline thrown in for good measure. The Yamaha boffins have also attempted to improve the fuel efficiency, which has never been a strong point of this bike.
A Ferocious growl with plenty of manageable poke
The new MT-10 generates 163.6 horsepower at 11,500 rpm and 82.6 lb-ft of torque at 9,000 rpm, an increase of 5.4 horsepower and 0.7 lb-ft, respectively, over the previous generation.
Now here’s the interesting bit, Yamaha could have simply kept the 197 horsepower R1 motor in the MT-10 however the company opted to add heavier internal components (such as steel instead of titanium conrods) to improve inertia, resulting in a potentially ‘complete’ road bike with manageable power and better midrange putting the rider firmly in control of things.
The open secret is that Yamaha does aim to capture the imagination of the Aprilia, Ducati or even MV Agusta buyers but it’s staying away from the whole headline figure pub ‘bragging’ chatter or a game of top trumps. The MT-10 is very sure of its identity and knows it has a clear stand in the market, especially in the UK which accounts for 29% of its global sales. Therefore, it has always been more than a bike with headline figures, it has always been a sensibly priced, fun, exhilarating super naked and this 2022 model aims to be exactly that.
First Ride felt like familiar territory with sprinkling of va-va-voom
The first thing you notice straight away is the ‘engine growl’, its intensified, becoming more pleasantly guttural and savage with each twist of the throttle. This enhancement is the result from three intake ducts of different lengths and diameters in the newly designed airbox, and their purpose is to vibrate at different frequencies as the engine revs up.
This sound is now noticeably amplified by two noticeable integrated vents into top of the tank. And a special note, Yamaha has experience with engine sound improvement thanks to their work on the renowned Lexus LFA super car, where they fine-tuned the engine note of that beautiful V10 motor, making it one of the greatest sounding road engines ever manufactured. Therefore, they are well-versed in the art of making their top-notch cross-plane motor sound like it belongs in MotoGP.
Although the gearing has been increased by one tooth (now 42) to improve fuel economy, it’s still not particularly fuel-efficient, with a claimed 41mpg. Having ridden the previous model at Silverstone the gearing doesn’t feel long due to slightly heavier engine internals and improved mid-range.
A different stance adds more sophistication to its character
The cast-aluminium frame and fully adjustable KYB suspension stay the same, but the revised subframe adds a slightly shorter wheelbase and stiffer fork damping.
Seat height is increased by 10 mm to 835 mm, and the length of the rear spring is extended by 3 mm. However, me being 5 feet 8" (on a good day) I wasn’t on my tiptoes. The seat is on the firm side, which can cause minor discomfort on longer rides. Saying that, with a reported mpg of 41, you'll be getting up from that seat more frequently than you think for a well-earned stretch.
The rear Bridgestone S22 tyres are now higher profile (from 50 to 55 section) to distribute more of the vehicle's mass over the front wheel. They warmed up quick on quite a cold day and the grip in the damp conditions was superb and behaved well with various tarmac undulations on the test.
There is a new radial Brembo master cylinder but it lacks feedback even through racing gloves (which wasn’t the brightest of ideas on a cold day). The radially-mounted semi-monobloc four-piston callipers (fed by rubber brake lines) still feel a bit woody but are more than adequate. On the fast bends the bike was simply superb and it munches corners but through slower corners the forks were lacklustre. The turning circle is superb, worked a treat when a detour had to be taken during my review ride.
Finally, there is a snatch in the throttle because it’s such a potent cross-plane motor, but I also found it to be a little woolly and on & off at very low speed and low revs. There is a new cable free ride by wire system with all sorts of clever ‘throttle chip’ saucery going on so it takes some getting used to, you need to rev this a little more than you might think for clutch-dragging slow manoeuvres.
Distributing those extra pounds effectively
The wheels are slightly lighter than before which aren’t noticeable, but they help with un-sprung mass reduction and result in effortless handling. Due to the addition of two extra catalysts in the exhaust, the overall weight of the bike has increased by 2Kg (from 210 to 212kg), however, the catalysts are located very low for a better centre of gravity.
The exhaust is made entirely of titanium, which not only reduces weight but will also have blueish tint after a few spirited rides. On a personal note, making the exhaust partly stainless steel could have made the accountants even happier but there is a weight trade off. The exhaust sounds just as snarly as it did before as the revs increase, but it is not excessively loud, great for those road bike-friendly trackdays.
Switch things off to truly Actuate Adrenalin mode
The incorporation of a six-axis IMU is a welcome change. It measures acceleration in the forward, reverse, left, and right directions as well as pitch, roll, and yaw. This now comes standard with cornering ABS, in addition to traction control, slide control, and lift control that responds to body lean.
You can have more fun by individually switching off traction control and wheelie control, you will need the brave pill though which I forgot to take prior to my cold and damp review ride.
In those cold and damp conditions, I tested all the 4 modes (A, B, C and D riding modes) whenever we stopped at traffic lights as you can only change the modes when the bike is stationary. The difference between the modes is certainly noticeable as they change various electronic parameters. The ‘A’ mode is quite snatchy for tootling around in town but comes alive on fast bendy roads however the ‘B’ mode had a good balance of urgency and plushness. It also has up and down Quick shifter which was effortless, cruise control and speed limiter will also keep the rozzers happy and you won’t be flashing any cameras on those tricky average speed zones.
The MT-10's TFT dash is well-organised, albeit not the most sophisticated and definitely not dynamic. There was no glare however it was a cloudy day on my review ride. The little 4.2 inches display appears to be lost in this dash's larger plastic shell. It is no match for rivals like BMW who have a dash to behold.
Choices Galore, Feast your eyes till your hearts’ content
There are numerous accessories available, including Akrapovic exhausts, tank guards, a comfort seat, hard luggage, and crash protection. You can also select a sport or touring bundle to acquire a multitude of alternatives simultaneously
Equipment
Yamaha has maintained its love or hate (mostly love in UK from Yamaha stats) transformers style design. With radiator shrouds removed to reveal more of the frame, the bodywork is mated to the skeleton which left me quite exposed to the elements that day as I had some brisk country route miles and motorway miles, especially with no neck warmer, school boy error that on a freezing day.
The tank is now slicker, seat is a tad firm as mentioned earlier and the roomy, supermoto-like riding position remains the same and it actually works quite well. The LED headlights are concealed by additional plastic fairing and redesigned air intakes. I have seen the bike with a windscreen at two dealerships prior to the review ride and the screen looks quite smart.
Side air valves on the wheels are a welcome addition for simple access for the all-important pressure checks which many forget to check regularly mainly due to hard to reach valve nipples.
The hide and seek continues with The Rivals
The 2022 Yamaha MT-10 is the same aggressive yet approachable hyper street bike it has always been, and its updated electronics package enhances this. On the one hand, bikes such as the Aprilia Tuono V4 and the Ducati Streetfighter V4 may sing from similar chords, such as the cross-plane engine of the MT-10; however, the Tuono V4 has best-in-class front feel and superb brakes and the Ducati with that ever-powerful engine and the cult brand following still causes an uphill battle for the Yamaha; however, the reasonably priced MT-10 has bags full of personality and you can have a lot of fun on this very reliable wheelie machine.
Compared to its Japanese competitors such as the Suzuki GSX-S1000 and the Honda CB1000R; the Yamaha MT-10 offers a significantly more dramatic riding experience, which draws a large number of purchasers and foot flow to Yamaha dealerships.
When compared to its other European competitors such as the BMW, Triumph, and KTM; the Yamaha MT-10 boldly stakes its claim as a cheaper, well-equipped all-around motorcycle with an iconic cross-plane engine. This winning mix ultimately wins the hearts and minds of several British customers to say the least.
Should you Upgrade: OLD VS NEW
The New MT-10 is more of an evolution than a revolution, so if you currently own a MT-10 (which retains its value quite well), you should keep it and utilise it to the fullest. Even while there are noticeable upgrades to the electronics and small modifications to the brakes, suspension and ergonomics, it does not necessitate a trip to the dealership for a PCP quotation
2022 Yamaha MT-10 spec
New price
£13,500
Capacity
998cc
Bore x Stroke
79.0x50.9mm
Engine layout
Inline Four-cylinder
Engine details
Liquid-cooled, DOHC four-stroke
Power
163.6bhp (122kW) @ 11,500rpm
Torque
82.6 lb-ft (112Nm) @ 9,000rpm
Top speed
n/a mph
Transmission
Six speed, chain final drive
Average fuel consumption
41.4mpg claimed
Tank size
17 litres
Max range to empty (theoretical)
155 miles
Reserve capacity
n/a
Rider aids
Cornering ABS, traction control, slide control, brake control, engine braking control and wheelie control (which you can turn off)
Frame
Aluminium diamond
Front suspension
43mm KYB forks
Front suspension adjustment
Fully adjustable
Rear suspension
KYB shock with link suspension
Rear suspension adjustment
Fully adjustable
Front brake
2x 320mm disc, semi-monoblock radial calipers and radial Brembo master cylinder
Rear brake
220mm disc, two-piston caliper with Brembo master cylinder
Front tyre
120/70 ZR17 Bridgestone Battlax S22
Rear tyre
190/55 ZR17 Bridgestone Battlax S22
Rake/Trail
24°/102mm
Dimensions
2,100mm x 800mm 1,165mm (LxWxH)
Wheelbase
1,405mm
Ground clearance
135mm
Seat height
835mm
Kerb weight
212kg
Warranty
2 years, unlimited mileage. Option to pay £299 for a third year
Verdict
“The improvements Yamaha has made to the MT-10 has paid dividends in the form of rider satisfaction and their subtle implementation has led to bags of fun in the real world. And that's what truly matters for us riders, because that puts us ‘the rider’ in the heart of whole riding theatrical experience. The snarling beast i.e. the MT-10 is now more comfortable, easier to ride quickly and flatters the rider like never before… who needs headline grabbing figures when you can actually grab this bike by the scruff of the neck and tame it to your heartbeat”
