2023 Yamaha MT-10 SP Assessment
Bike Check by Rennie Scaysbrook
I wouldn’t go as far as to say the bottom mannequin 2023 Yamaha MT-10 is the proper bike, however it’s fairly rattling good.
At a smidge underneath $25K ($24,649 journey away), the bottom mannequin represents glorious worth within the 1000 cc nakedbike sector. However then you definately go searching on the different facet of the dealership and see there’s an MT-10 SP sitting over there with funky gold fork legs and a (for my part) rockin’ silver/black/blue paint job, and it’s lower than 4K extra at $28,499. Hmm…
By the way, in my present house of Southern California, the bottom mannequin with its conventionally-adjusted KYB fork and shock and a distinct paint job prices $14,199 USD/$20,750 AUD (earlier than taxes and supplier charges), whereas the SP prices considerably extra at $17,199 USD/$25,144, once more, earlier than taxes, and so on.
So in Australia the SP isn’t as costly when in comparison with the bottom mannequin in relation to different markets all over the world. Plus, now we have journey away costs in Australia, and don’t get slammed with supplier charges and taxes like they do within the Land of The Free/Charge. Small wins. Take ’em when you will get ’em.
Anyway, again to the SP.
There’s actually no large distinction between the bottom mannequin and the SP other than the improved journey high quality supplied by the shiny Swedish Ohlins “subsequent era” semi-active digital suspension with revised damping for each the 43 mm fork and shock, that trick paint job, and the metal braided brake traces that Yamaha hopes will enhance the, err, lacklustre efficiency of the usual MT-10’s stoppers — which it does, however not by a lot.
Maybe this is the reason Yamaha Australia has priced the bikes so, as a result of when all is damaged down, the bottom and SP are very shut. You continue to get the identical chassis and swingarm, the identical motor, identical electronics within the six-axis IMU-controlled lean delicate traction management, slide management, wheelie management, Engine Brake Management, and Brake Management, plus cruise management.
Nonetheless, no heated grips on a premium nakedbike costing nearly $30K looks like penny pinching to me. Yamaha does provide heated grips (and a heated seat) as an adjunct, however it’s only one thing more you must purchase…
That grievance apart, there’s little or no you may’t do on an MT-10 SP that you just couldn’t do on a YZF-R1. That’s as a result of the MT-10/SP has raided the digital components bin extensively in its development, proper right down to the excellent up and down quick-shifter that comes as customary fitment on each fashions.
The consumer expertise with the electronics is likely one of the higher ones on the market, given the quantity of data and parameters you may play with.
The R1 could be thanked for this, as fast changes to TC/engine brake/wheelie management are handled a lot simpler than on one thing like a Ducati Streetfighter/Panigale. And should you flip the wheelie management off fully, you’ll be in for a hell of a superb time in your approach to work.
I should be sincere and admit I didn’t really feel the journey high quality between the KYB-equipped base mannequin and the Ohlins on the SP was dramatically completely different. One of many large compliments I paid the bottom mannequin was how effectively Yamaha acquired the KYB fork and shock sorted for many varieties of using we encountered throughout our highway check.
It dealt with most conditions, from gradual pot-holed visitors to mountain passes extraordinarily effectively. Commuting consolation was likewise effectively sorted, that means no matter containers in between have been seemingly ticked, too.
The semi-active Ohlins has the benefit of adjustment on its facet, which is very vital should you’re not conversant in flat blade screwdrivers and clickers, and chopping between modes if fairly easy. They provide three levels of automated damping (A1, A2, A3), every mode a barely stiffer base degree than the one earlier than it with compression and rebound damping robotically adjusted as you journey.
Conversely, there are three handbook modes of M1, M2, and M3, in which you’ll individually set your personal digital “clickers” and save them for future use — i.e M3 is your softer road mode, M2 is your on a regular basis mode, and M1 is your Mount Hotham mode.
Throughout my tenure with the SP, I left it nearly solely in A2 mode, which was settled on after a day’s ripping up the Malibu hillsides and their $50m mansions. A2 supplied a superb degree of composure underneath brakes with out being overly stiff on acceleration — and it’s a must to keep in mind, these suspenders are adjusted (both in handbook or automated) by “assist” or braking assist, acceleration assist, and so on, not your conventional compression, preload and rebound.
When you’re settled in in your favorite mode, typically I’ve skilled, riders have a tendency to depart them there. Having all these different modes is form of like having 50 TV channels however solely watching two—the remaining are good to have, however they’re unlikely to be watched — as a result of you already know what you want.
The agility I so cherished with the bottom mannequin has been enhanced with the SP mannequin. The chassis darts from nook to nook with unerring ease and also you’re encompassed in fairly the snug using place, one which doesn’t really feel as onerous edged as an Aprilia Tuono V4 Manufacturing facility however sharper and deserving of extra respect than the corporate’s personal MT-09, which looks like a little bit of a toy as compared.
Sadly, Yamaha remains to be missing (though not as a lot as in customary trim) within the braking division regardless of becoming braided brake traces to the SP. The bottom mannequin’s brakes are lower than the efficiency the remainder of the machine gives, though the SP is a little bit higher.
It appears odd for a motorbike with such a efficiency persona for this to be a continuous downside—should you’ve ever ridden an R1M with customary brakes you’ll understand how shortly they fade on monitor — I want Yamaha might type this on their premium quick bikes.
Hey, Moto Guzzi has fitted glorious brakes with a high quality master-cylinder to their Mandello S which hasn’t acquired a tenth of the sporting prowess an MT SP does, so maybe Yamaha ought to simply admit defeat and head to Italy and buy these brakes with the large B on them, and get a race-spec master-cylinder on there, too.
Along with your suspension and throttle modes chosen, which for me was B mode as A mode’s throttle hit too onerous for my liking, you’re off to discover that work-of-art engine Yamaha created.
With a claimed 163hp on faucet (in actual world phrases it’s about 150 hp on the tyre), the MT-10 SP has the form of efficiency that may maintain completely something on the highway in sight till the purpose the place you may incinerate your licence for the subsequent 15 years.
It’s not as ungodly quick as a Ducati Streetfighter V4 S, nor does it have the intercourse enchantment (or expense, for that matter), however what the MT-10 SP does have is gorgeous usability, one thing fairly neglected within the 1000 cc hyper-naked sector.
The crossplane crank motor’s ease of use and total efficiency has been refined in Gen II format, though in A mode it nonetheless retains a number of the barely snatchy feeling on the throttle from absolutely closed. That’s why B mode for me was on the cash, because it smoothed out that preliminary torque hit properly with out giving the anaemic feeling related to decrease Rain-specific modes.
So, is the MT-10 SP value the additional dosh. In Australia, given how shut they’re in value, completely. In America, I’m not so positive, due to the monetary distinction.
Given the actual fact you’ve acquired these glorious Ohlins and, nearly extra importantly, the flexibility to vary modes so shortly and simply, the $4K distinction could certainly make sense to many.
The SP is likely higher wanting than the admittedly Gameboy-ish colors of the bottom mannequin. That Liquid Metallic/Raven (isn’t {that a} cool identify for a paint scheme?) colourway appears to be like nice through the day however appears to be like even higher underneath street-lamps at night time as the factitious gentle rebounds off the little tank accents and the evil eye of the daytime operating gentle offers the bike a lairy look to it.
And’s it’s good to see the SP identify dwell on in Yamaha’s line-up. The primary bike I ever took on monitor was a Yamaha TZR250 SP and it’s one I’d like to have in my storage, so to see the SP identify nonetheless alive all these years later makes little previous me smile.
One factor I do love in regards to the MT-10 in both customary or SP trim is it hasn’t gone for a large revolution by way of design for Gen II. Yamaha acquired it fairly nailed with Gen I, which is sweet information for everybody, even should you’re shopping for a 2023 MT-10 or MT-10 SP model new.
2023 Yamaha MT-10 SP Specs
| Specs | |
| Engine Kind | 998cc Liquid-cooled, 4-stroke, DOHC, 4-valve |
| Bore x Stroke | 79.0 mm × 50.9 mm |
| Compression Ratio | 12.0 : 1 |
| Lubrication System | Moist sump |
| Gas Administration | Gas Injection |
| Ignition | TCI |
| Starter System | Electrical |
| Gas Capability | 17.0 L |
| Ultimate Transmission | Chain |
| Transmission | Fixed mesh 6-speed |
| Body Kind | Diamond |
| Suspension Entrance | Gen-2 Öhlins Digital Suspension |
| Suspension Rear | Gen-2 Öhlins Digital Suspension |
| Brakes Entrance | Hydraulic twin discs, 320 mm – ABS |
| Brakes Rear | Hydraulic single disc, 220mm – ABS |
| Tyres Entrance | 120/70 ZR 17M/C(58W) Tubeless |
| Tyres Rear | 190/55 ZR 17M/C(75W) Tubeless |
| Size | 2100 mm |
| Width | 800 mm |
| Top | 1165 mm |
| Seat Top | 835 mm |
| Wheelbase | 1405 mm |
| Floor Clearance | 135 mm |
| Moist Weight | 214 Kg |
| RRP | $28,499 MT-10 SP ($24,649 for MT-10) |
Photos by Ray Gauger
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