Yamaha MT-10 SP: lots of electronics for the tasty undressed R1 [ROAD TEST]

Yamaha MT-10SP – Super sports cars like the Yamaha YZF-R1 are nowadays aimed at a niche audience, whereas they were once at the top of the sales charts. The world has changed, new "fads" and market tastes have gone in other directions, but even they, the super sports cars, have become less "human". The R2 is in fact very fast on the track (to the point of not being very far from the lap times we see in the major championships), but "excessive" for road use. Maybe for the performance, but also for the sacrifices dictated by the setting of a motorcycle that was created precisely for use between curbs. Undressed variants such as the MT-1 therefore become the perfect recipe to be able to enjoy the legendary four-cylinder Crossplane on the road too, with the many points of contact with the heart of the M10 with which a certain Valentino Rossi races in MotoGP, or the 1 and praise of an R10.

A motorbike with which, why not, you can go to the office while feeling comfortable on the saddle and with a posture that is not at all "hanging". Almost every brand has its hyper naked, but everyone interprets it differently. Some with a bike that remains extreme and therefore faster on the track, yet uncomfortable for daily use, some keeping great distances with the superbike sister from which it derives, thus ending up being very enjoyable on the road, but less "bad". It is ultimately a compromise (one of those that we like so much), which Yamaha interprets very well indeed. Yes, because the MT-10, especially in this SP version, is sly and "peaceful" when traveling calmly, but when properly set and open the throttle is almost as surgical as its dressed sister. The SP joins the "standard" MT-10 and the Tourer, completing a peppery trio, which goes from the "160 horsepower, but with bags" variant to this more track-oriented one, which as we will see is also very well suited to daily use.

Aesthetics and finishes:

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“Dark Side of Japan”, “Tokyo By Night”: an edgy, futuristic look

Two years ago the first MT-10 arrived, immediately capable of convincing everyone who drove it, but dividing the public due to its decidedly unconventional appearance. It derives from the YZF-R1, but this can be understood by going into the technical detail and getting on the saddle, because aesthetically it is not simply a dressed up superbike, rather something very different and with a character of its own. It is immediately clear that it is the flagship of the "Dark Side of Japan" family (as Yamaha likes to call the MT range). She reinterprets the “MT style” in an extreme way, a bit like her performances. Yamaha likes to combine everything with impressive slogans, such as "Tokyo By Night", or "Speed ​​of Darkness", what is certain is that the MT-10 really makes a great impression live. Like it or not, it inspires fear, with that asymmetrical look (on one side we find the high beam and on the other the low beam), while angular lines and the two generous lateral vents define an aggressive and "dark" front.

What it leaves uncovered, compared to its R1 sister, is everything markedly sporty, such as the front end, the engine, or the 4 into 1 exhaust with a short and compact muffler. A minimal look in the side view, with few elements to cover and complete the mechanics: very small side panels in the area of ​​the engine head, or the protections on the sides of the radiator. Color contrasts aside (the SP in particular has a dedicated color and blue wheels, in addition to the TFT for the instrumentation derived from that of the R1M), the MT-10 is therefore almost "normal", with the exception of the headlight - front fairing assembly . Ultimately, her entire look revolves around this element, because otherwise it is essential and aggressive, but without too particular solutions.

As for the level of finish, the materials, fits and paintwork are all upgraded. The MT-10 doesn't have any particular flaws, on the contrary. Beautiful, very easy to read and with a well-made interface: the color TFT display provides information with two different graphics (Track and Street), while the many parameters for configuring the engine and chassis electronics are managed with the handlebar controls , which require a few moments to be interpreted and used, but we will see this in detail later. There is also no lack of fuel level, which many competitors "snub", but which is a great convenience.

Engine and performance:

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It can be done better? Difficult, very difficult

For once let's start from impressions, before numbers and technique. Once you get on the saddle and turn on its engine, the MT-10 SP (but the engine is the same as the standard one, from which it differs only in the chassis and some aesthetic details) almost disappoints the expectations linked to its power of 160 horsepower. Not in a negative way, mind you, but because she is not at all exasperated as one might expect. The MT-10, on the other hand, always runs full and smooth, without any hesitation and without ever complaining. Fluid in response, with torque that is consistent right from the lowest revs. This is also why it doesn't disdain a quiet ride at all, even in city traffic, where you would expect that an "undressed R1" could get into difficulty. However, when the roads open up and you can dare to shift beyond 10 rpm, you discover an almost infinite engine that lives up to your best expectations. The electronics can be set to obtain different results, with four riding modes (there were 3 on the standard MT-10, but with the arrival of the SP it also gained one), which "cross" with the power level and the three levels of traction control, which can also be excluded completely. In addition to the various settings, however, it is the basic setting of the engine that convinces in all conditions, because Yamaha have expertly modified the Crossplane CP4, moving the delivery curves lower, as demonstrated by the maximum power, which reaches 11.500 rpm (-2.000 rpm), but above all the torque of 111 Nm at 9.000, instead of 11.500. Sure, it loses 40 horsepower, but you absolutely can't complain from this point of view, while the improvements in terms of usability when used on the road are truly remarkable. Worthy of belonging to the MT family, which not everyone will remember, it is an acronym for "Master of Torque".

Not just electronics, as some competitors limit themselves to doing by moving the engine from the chassis of the home superbike to that of the hyper naked. The CP4, between R1 and MT-10, is in fact modified in as many as 40% of its components, both to avoid expensive (and useless for road use) technical goodies, but above all to make it less nervous and exasperated. Going down the revs, you don't need titanium connecting rods, for example, nor do you need magnesium crankcases to keep the weight at record levels. They are replaced by steel and aluminum elements, less noble, but also cheaper and all in all less demanding even in the case of extraordinary maintenance interventions. However, the irregular bursts characteristic of the crossplane remain (270° – 180° – 90° – 180°), but the shapes of the pistons, the profile of the camshaft and the entire intake, less sophisticated, change, while the exhaust is in steel for the collectors, titanium for the muffler. It obviously increases the inertia of the crankshaft, which gives a more linear and less "pointed" character to the 4 cylinder, consistently with the use of the MT-10. The result of all these changes is an engine, as mentioned, which on the one hand may not surprise initially, but which convinces completely as you use the MT-10. Bad to the right degree when needed, gentle and always at ease in any context. Responsive at the lows, full and full-bodied at the mids, with a reach and racing delivery at the highs, worthy of a hyper naked, in our opinion it is one of the best compromises in its segment.

The MT-10 SP, despite being the more track-friendly sister of the three, is also equipped with cruise control, very useful on motorway transfers and on routes where speed controls would increase the level of stress and attention. Obviously shorter in ratio than an R1, the MT-10 shows off scorching acceleration in any gear, while gear changes are carried out with the throttle wide open, thanks to the presence of the quickshifter.

Ride and handling:

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The semi-active Ohlins make the SP an even more versatile bike

In addition to the blue wheels, the dedicated color and the livery with stickers that identify it, the SP is above all "the one with the Ohlins". And we're not just talking about a high-quality fork and mono (the famous TTX 36) instead of the Kayaba of the standard MT-10, but about semi-active suspensions. Electronic Racing Suspension (ERS) to be precise, with EC Smart control unit managing them. They can be set with an additional parameter to the Riding Mode, Engine Power and TC. Three manual modes are available, or you can rely on two automatic modes: the more touring A-2, for a "soft" response in road use, or the more sporty and extreme A-1, perfect on the track or in any case in presence of an asphalt without excessive irregularities. The control unit "reads" the data in real time and adapts compression and rebound to optimize the suspension response to the conditions. If the automation allows you to do what would be impossible in the absence of electronic suspensions, the three manual options should not be underestimated either. Yes, because with a button on the handlebar you can instantly adjust the suspension, without having to manually adjust the adjusters. Everything is applied to a very respectable frame and chassis, given that it is derived from the "R1", like the engine. The famous Deltabox frame is combined with the same swingarm as the R1, while the MT-10 only gives up the inertial platform.

In terms of driving, the semi-active suspension raises the bar, but also amplifies the MT-10's ability to adapt to different contexts, effectively making it more versatile. In fact, the electronics allow a suspension response that is not too dry even when using the sporty A-1, while the A-2 parameter is more suitable for the road. We rode this bike and an Aprilia Tuono V4 Factory together (which will gain electronic suspension in 2019) and the differences are really important. The Italian is decidedly more aggressive, but also demanding and extremely rigid, the Japanese almost seems like an "armchair" even in the sportier setting of the Ohlins, but at the same time it is extremely precise and stable on fast speeds. Less demanding, but very effective, demonstrating the important help given by the electronics applied to suspension management. The “SP” therefore manages to simultaneously improve both in tourist driving, perhaps with a passenger in the saddle, and in sports driving or for use on the track. Defects? None, except for the higher price needed to purchase the MT-10 SP compared to the standard one.

Price and consumption:

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Competitive even with the 2.500 euros more than the SP

And so, since we have already touched on the topic of prices, here we are with the chapter dedicated to this aspect. There are 2.500 euros that separate the standard MT-10 from the SP with semi-active Ohlins suspension, as well as TFT instrumentation and dedicated coloring. Its price, of 16.390 euros (13.890 for the "basic" MT-10) remains competitive compared to the competition, especially considering how much this MT-10 SP offers. If you think that equipping one of the other two versions of the MT-10 with just the TTX36 rear shock absorber (in the GP version, but without EC Smart management) costs over 2.100 euros, you will understand that 2.500 euros is not much at all. The third sister, the MT-10 Tourer Edition, equipped with bags, windshield and other tourism-oriented accessories, costs 14.890 euros.

Then there are the original accessories to customize the bike, such as the Akrapovic slip-on titanium exhaust, but also bags, central top case and much more. Moving on to consumption, the CP4 did not prove to be at all thirsty, despite its very respectable performance. In our test we never went below 15 km/l (a little less can only be done in a purely urban context and if you let yourself get carried away with the gas), while on the motorway you go up to around 17 km/l. The autonomy is good, although not record-breaking, in light of a total 17-litre tank.

PROS AND CONS
We like it:
Performance, versatility and ability to adapt, attractive price also in the SP version
We do not like it:
Very personal aesthetic, quickshifter only to go up

Yamaha MT-10 SP: the Motorionline Report Card

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Tester clothing:
Gloves: Alpinestars SMX-2 Air Carbon black/white
Jacket: Alpinestars SP
Pants: Alpinestars Tech Denim Raw Indigo
Boots: TCX RT RACE PRO AIR
Helmet: X-Lite X-803 Ultra Carbon