Did you know that the MT range makes up almost half of all Yamaha sales? We didn’t, but it’s true and not exactly surprising when you look at the vast range on offer. The line-up starts with the MT-125 learner bike but, leading that charge, is the MT-10 – Yamaha’s utterly bonkers, and incredibly fun supernaked machine. If you’ve never ridden an MT-10 before, then you’re missing out. I’ve spent thousands of miles on them in my time as a motorcycle journalist, and I’d go as far as saying that it’s easily one of the most fun machines on this planet, pound for pound. Yet still the previous generation model was nowhere near perfect, and you paid a price in a different way; it used to be insanely thirsty, had fairly basic electronics and it also didn’t have the best brakes in the class, by a long shot. But for 2022? Well Yamaha say that they’ve fixed these bits, and then some. We took one for a spin to find out.
For starters, Yamaha’s been to work on the very heart of the MT-10, updating that glorious, R1 derived cross plane crank engine, in line with the latest version of the flagship superbike. This means that it has some nice additional technology, such as lightweight aluminium forged pistons, offset conrods (which are steel rather than the R1’s titanium units) and direct-plated cylinders, which all adds up to almost 164bhp, 5bhp up on its predecessor, more torque between 4,000 and 8,000rpm and a 43% increase in inertial mass, for a better feel. The MT’s engine also gets a revised fuel injection strategy, which offers more torque between 4,000 and 8,000rpm, while a new titanium exhaust and redesigned intake work together for a better sound throughout the rev range. Alongside now being Euro5 compliant, Yamaha tell us that the fuel economy is better too by a whopping 15%, which is a bonus as the biggest MT has always been annoyingly thirsty in terms of its fuel consumption.
It’s not just the engine that’s seen some refinement either, as the MT-10 comes equipped with a new Brembo master cylinder and brake pad shims to complement the 320mm disc and four piston radial mounted calipers from the R1. Although it comes with the same forks and shock as the outgoing model, they’ve optimised the suspension settings and given it a new sub frame and Bridgestone S22 rubber for good measure. This all comes with a little bit of a price though, as it weighs in a few kgs more than before, and it has a 10mm higher seat height as well.
Electronically, the 2022 model has been given a real overhaul, with a new, six-axis IMU. This means that the MT-10 also now comes with a quickshifter and blipper as standard, alongside a new speed limiter/cruise control system which goes hand in hand with the suite of rider aids, covering everything from cornering ABS to traction control and wheelie control. It’s all controlled through a full colour TFT display, and there are four rider modes as well.
At £13,300, it sounds like a lot of bike for the money and a good chuck less expensive than the numerous European hypernakeds out there. So, is it now a complete package? We got to ride one on the world launch in Valencia to find out…
Riding
It’s fair to say that the MT’s appearance does split opinions, but I’m a fan of the facelift and its edgy, distinctive and somewhat brutal appearance. It encapsulates the bike, and even though it’s on the cheaper end of the hypernaked scale, it looks premium up close with a quality finish, and that new, 4.2” TFT dash that really completes the look. Jumping on, the MT-10 feels every bit a beast: that big tank, wide bars and fairly aggressive seating position all feel the part, although I could really sense the extra 10mm seat height with my 29” inside leg. Yamaha quote 835mm as the official seat height.
The first part of our ride took us through town, and with wet roads it was the perfect opportunity to try out the MT-10’s docile side, with the electronic aids dialled up and the engine map in Mode 3, which is the second softest of the four. Yamaha have been working on the throttle connection and it was noticeably impressive, offering a real, crisp yet gentle delivery of torque, complimented by sublime quickshifter and autoblipper that worked wherever you were in the rev range. Although it feels like its geared quite high, with a tall first gear, it happily bumbles along in second and third, and with those high bars and the small turning circle, it’s incredibly agile when going in and out of traffic. It can feel like a big old beast, but with that new IMU it's more than happy to be caged, although I did find that the softest, 100bhp, engine map was way too restrictive for my liking. It's worth noting that the rider aids are incredible, offering and incredibly soft, yet welcome intrusion when the rear slides or the front comes up under acceleration. But then again, this bike isn’t made to be held captive, it’s made to be a serious smile factory. And thankfully, when the roads dried out, we got to get a real taste of the MT… and it delivered that exhilarating ride that we all know and love.
Although it was surprisingly impressive in town, with some dry tarmac and twisty roads, the MT-10 really comes into its own, due mainly to that glorious, CP4 engine. It’s not just a detuned R1 unit though, as with 40% of the components unique to the MT it makes its power in such a different way, punching out of corners with blistering ferocity and really giving the bike its own character. Although I stuck it in the harshest mode to start with (Mode 1), I did find that it was too aggressive with a throttle response that is too sharp and snatchy, but in Mode 2 it is a perfect mixture of urgency and control, and with those electronics to fall back on, everything stays in line far easier than you would expect. But it isn’t easy; it wasn’t shy of power or torque before but those extra horses, coupled with more torque as the revs rise above the 4k mark makes the MT-10 a seriously potent weapon. It accelerates hard and aggressively, but in a smooth, addictive manner, yet with so much mechanical grip to get the power to the ground.
This is helped by those new Bridgestone S22 tyres, which come as standard and offer a monumental amount of grip in all conditions and temperatures, making them perfectly suited to riding conditions on the British Isles. Although it doesn’t have the fanciest chassis components in the class, it does the job and it does the job well, with ample support and feeling from both front and rear, although I do feel like the electronically suspended SP version will offer that little extra in terms of handling tekkers, if you’re able to splash a bit more cash. The one thing that did strike me with the MT’s handling though is the brakes, as they are noticeably better than the previous generation. Don’t get me wrong, they still don’t offer the best bite or the most feel in the sector, but considering they only changed the master cylinder, the pad shims and the ABS pump, the improvement is seriously welcome. And talking of seriously welcome, we even got some closed roads to really unleash the MT-10, and with the electronics switched off? It’s some of the most fun I’ve had on two wheels in a long time…
The MT-10 has always been a seriously fun bit of kit, but for me the biggest improvement for the ’22 model is the improvement to its versatility. Although it has the same tank and capacity as before, Yamaha have really upped the game on their fuel consumption. There’s nothing more frustrating than having to fuel up constantly on long journeys, and it was a noticeable improvement how much longer it took for the bars to drop. Besides the lack of screen it was actually surprisingly comfortable after a full day of riding too, with a roomy cockpit that seemed to accommodate for every size and shape of rider on the test, even after seven or so hours in the saddle.
Conclusion
Okay, it’s not the best handling, fastest or most exotic supernaked that money can buy, but when you consider the package, the price and the experience? The MT-10 is still bonkers in the most beautiful way, but now it’s not only refined in terms of riding, but it has a dash of practicality thrown in as well. Chuck the ‘Weekend’ accessories pack on it, and you’ve got a screen, USB outlet and a seat bag, and you really could go anywhere… and arrive with a big smile on your face. I adored the previous generation of the MT-10, because there was no way I could ride it without a big, childish grin. Every time I swung a leg over one, the engine, character and dynamics of the platform delivered the exhilarating ride that we all love motorbikes for; yet it wasn’t the best, nor the most complete package that it could’ve been. But with the changes Yamaha for 2022, the MT-10 is quite simply the best it’s ever been. Still exhilarating, but with some gentle, well needed refinements. For £13,300? It’s not just the real deal, but it’s a hell of a lot of bike for the money.
