cover of horsemanOctober 2022 issue is Yamaha MT-10, a powerful sports naked-bike based on YZF-R1. I had the honor of driving the MT-10 at a press launch in North Carolina, and then Yamaha loaned us an accessory version for further testing (we’ll have a report in a few weeks). tell later).
Related: Yamaha MT-10 2022 | Video Reviews
Yamaha also offers an upgraded version called MT-10 SP. Priced at $17,199 – $3,000 more than the base model – the SP features Öhlins semi-active suspension, braided steel front brakes, gloss aluminum rear swingarms, YZF-R1M-inspired Liquid Metal/Raven color with wheels blue car and a bib under the same color.
Advertisement
Yamaha MT-10 SP wins gold
The MT-10 SP was the first production motorcycle equipped with hlins NIX30-SV fork and TTX36-SV rear shock. “SV” stands for “spool valve,” a new damping technology that Öhlins claims will improve driver comfort – something not commonly known on performance sports cars. High.
According to the Swedish manufacturers of those coveted yellow and gold suspension parts, “unlike the traditional needle valve, the Öhlins spool valve features a pressure compensating chamber that balances the force exerted on the actuator of the damper, allowing for faster adjustment. The spool valve also helps increase sensitivity and responsiveness at the low and high ends of the adjustment range.
Öhlins’ NIX30 fork and TTX36 shock absorber are original suspension systems developed under the heat of World Superbike and Supersport competition. The semi-active versions on the MT-10 SP use input from the sensor and a 6-axis IMU to electronically manage resilience and compression damping. Through the Yamaha Ride Control menu, riders can choose between three semi-active damping modes (A-1, A-2 and A-3) and three manual settings (M-1, M-2). and M-3) .
TAKE OFF
Damping in semi-active modes progresses from sporty/firm in A-1 (ideal for racing) to moderately sporty in A-2 (good for public roads) to comfortable in A- 3 (when you’re full of soft luggage and need to burn miles on a weekend trip). If the driver feels so inclined, the “auto” modes can be tweaked to suit their preferences. While also labeled in ascending order, the manual modes are customizable, allowing the driver to electronically adjust resilience and compression reduction independently, and save settings there. Preload and postload must be adjusted manually.
While many electronic driver aids such as ABS, traction control and wheel control are essentially safety nets that work in the background to increase the margin of driver error, the The electronically controlled suspension really enhances the overall driving experience. Just like the manually adjustable “analog” KYB suspension on the standard MT-10, there is no ideal set of preload, rebound and compression settings that can fully satisfy the driving range and road conditions that the driver may encounter. The SP’s network of sensors and actuators adjusts damping almost instantaneously – stiffening the fork during heavy braking to prevent excessive downhill, stiffening the shock after strong acceleration to avoid squatting, and compensating for those changes in speed, tilt angle, etc.
As the MT-10 SP test drive is the usual joke of fast runners on winding roads, I tried my best to keep up while also trying to smooth my growing beard up inside the crossbar. of the helmet so that I don’t look. like a male goat. We started at the Petersen Automobile Museum in Los Angeles and traveled along the congested and concreted surface streets to the Pacific Coast Highway and then up the Malibu hills on the roads have different quality and curvature.
The “medium” A-2 semi-active mode is the SP’s default suspension setting and as one might expect, it’s solid without being too stiff. It absorbs highway concrete slabs and the inevitable concave manhole covers on PCH without causing undue harshness. The car had to be stopped before the suspension settings could be changed, so at a red light I switched to the sportier A-1 mode before climbing the long, mostly smooth Kanan Dume Road . All was well until I hit the pavement at high speed, a bit too jarring for my taste.
After turning onto the notoriously tight, twisting Latigo Canyon and – especially after a recent downpour – filthy, our group pulled over to the side of the road after our tour guide’s walkie-talkie I fell out of his pocket. I switched back to A-2 and hit familiar corners with gusto while enjoying a surge of confidence. Part of the reason semi-active suspension is such a game-changer in terms of both speed and safety is its ability to keep the motorcycle frame stable and the tire contact patches in contact with the ground. Street.
After lunch, filled with too many tortillas and shrimp tacos, I switched to A-3 and enjoyed a softer ride back to Petersen. BELCH.
See all horsemanYamaha’s coverage is here.
Fast is fast
With the exception of the Öhlins semi-active suspension and steel front brake lines, the rear brake lines provide better gearshift feel since the hoses cannot expand under pressure like rubber bands, the MT-10 SP is the same as the model. mechanical standards. It can be said that it is a motorcycle hell. The upgraded suspension blends perfectly with the MT-10 SP’s sturdy chassis, strong brakes and grippy tires, creating a powerful and satisfying combination.
Our First trip review goes into more detail on the updates to the MT-10 platform for 2022. In a nutshell, its 998cc four-cylinder fuel injection, intake and exhaust system has been revised to enhance torque characteristics. The engine’s torsion and the new Acoustic Grid on the top of the fuel tank transmits a tuned touch sound to the driver. Yamaha’s throttle position-sensing grip gives a more natural feel to the throttle system, and the new 6-axis IMU announces a full suite of electronic aids derived from the YZF-R1, including Sensitive traction control, slip control, wheel control, engine brake management and ABS when cornering. Other changes include a smaller one-tooth rear sprocket, up/down paddle shifters, Brembo main brake, Bridgestone S22 tyres, 4.2-inch color TFT display, revised ergonomics and reduced styling with lights Full LED.
Undoubtedly, the star of the MT-10 show was the CP4 cross-plane crankshaft engine. Instead of the typical inline Four’s high-pitched whine, the CP4’s uneven firing interval results in a more V-4-like low growl. Fuel and throttle response are spot on. The engine feels a bit dull below 4,000rpm, but it produces a decent amount of steam in the midrange and operates aggressively above 8,000rpm. It’s one of those engines that not only produces impressive power (138 hp at the rear on the MT-10 we tested a few years ago), but also delivers a compelling, visceral experience, encourage the driver to roll. throttle continuously to enjoy the full range of sound and its fury.
Through the menus on the TFT screen, the Yamaha Ride Control system allows the driver to choose from four different riding modes (A, B, C and D) to adjust throttle response and all gear. other electronic driver assistance. Each mode has presets, but everything is customizable. Sifting through different options and combining settings can be a bit overwhelming, and Yamaha’s menus and switches aren’t as user-friendly as what’s available on some of the other bikes we’ve tried. experience, but most owners will find their favorite settings and stick with it. for them. For me, it’s A-2 suspension, power mode 2 (standard), engine braking mode 2 (reduced), brake control mode 2 (sensitive) and mid-way settings to control. traction control, skid control and wheel control.
With the customization capabilities that Yamaha Ride Control allows, riders can assign different personalities to the SP: a hard-charged race track weapon, surgical canyon carver, weekend sports rider, or commuter daily. Yamaha factory accessories for the MT-10 are also compatible with the SP, so riders can further personalize their bike with frame and axle sliders, Yoshimura sliding exhaust, windshield, seats comfortable, 30L or 50L storage box, soft side case, and more.
special sauce
If you’ve had your eye on the MT-10 and the SP is within reach, the Öhlins semi-active suspension is well worth the extra money. The only downside is that it adds 5 lb to the bike’s curb weight over the standard model. Braided steel front brake lines, polished rear grips, lower trim and exclusive paintwork are all great pluses, upgrading the MT-10 SP into a truly exceptional machine. Or, in the words of G. Love & Special Sauce, a Philadelphia band I listened to in college: My baby has sauce, your baby is not as sweet as mine.
Specifications Yamaha MT-10 SP 2023
- Cost: $17,199
- Website: YamahaMotorsports.com
- Guarantee: 1 year, unlimited. mile
- Engine type: Liquid cooled, Four horizontal inline, DOHC w/ 4 valves per cylinder.
- move: 998cc
- Diameter x stroke of piston: 79.0 x 50.9mm
- horse power: 138 hp at 9,400 rpm (rear wheel dyno, front model)
- torque: 77 lb-ft at 9,200 rpm (rear wheel dyno, front model)
- Transmission process: 6-speed wet assist/slide clutch, cable drive
- Ultimate driving: Chain
- The standard long: 55.3 inches
- Rake / Trail: 24 degrees/4.0 inches.
- Seat height: 32.9 inches
- Wet weight: 472 lb
- Fuel quantity: 4.5 girls
- Fuel consumption: 36 mpg (claimed)
