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Low To Mid-Range Torque

Although you will find here the same engine as the R1, the 999cc inline-four engine has seen some changes that resulted in low to mid-range torque and power. This has been achieved by designing new intake ports and valves, combustion camber and camshafts.

So is the MT-10 the ultimate brain-out hyper-naked?

No. It’s much more than that.

Of course it’s unreasonably fast, with a mid-range that might shift tectonic plates. Yamaha hasn’t just put some straight bars on an R1 and left its 200hp engine unaltered. To make it more useful in an un-faired bike, the firm has rained it back to 160hp, the same as the BMW’s S1000R makes, with the reward of a better spread of torque.

The 998cc in-line-four has a new cylinder design, new pistons and a new combustion chamber shape, Yamaha says. The air-box has grown from 10 to 12 litres and the exhaust pipes have changed from titanium to steel.

The crank inertial mass has risen by 40% because it doesn’t need to rev as high, with a red line at 12,000rpm instead of 14,000.

In fact, 40% of the engine parts have been changed according to Yamaha (leaving me wondering when it stops being an R1 engine) to give the MT-10 stronger low-to-mid-range torque, with a peak of 81.9lbft.

With that knowledge, it’s perhaps not quite the animal I might have expected low-down in the range, at about, say, 4,000rpm. But a moment later it’s gone rabid, with the front very eager to take off at about 7,000rpm in second.
Source: VisorDown.com

Pure Riding Experience

Getting to entirely know and most importantly actually riding the FZ-10 is easy and requires little setting and adjusting on your part thanks to the LCD instrument cluster. Combine that with the various modes to choose from and the change in power delivery from its R1 sibling and you have a well rounded, easy to ride machine.
You could probably spend a year riding the R1 and still be getting to know how to make the most of its electronics, with its inertial measurement unit, slide control and maze of menus in the full-colour dash.

That’s been vastly simplified on the MT-10, to traction control and three riding modes, which are very easy to navigate on the non-colour digital dash. There’s obviously a place for sophisticated electronics, but it always seems a relief to get on a machine without them, that lets you focus on riding it instead of programming it.

The riding modes are ‘A’, ‘B’ and ‘Standard’. As usual, each offers a different level of torque in response to a given throttle input. Where ‘Standard’ mode is commonly the one in the middle, on this it’s the softest of the three, and ‘B’ the most aggressive.

I decided the best way to get the measure of a wild animal was probably not by immediately opening the cage door, and so left the MT-10 in ‘Standard’ mode for the first couple of hours of the launch ride, in southern Spain. It makes for a very smooth and manageable initial torque delivery. You could almost forget you were riding a naked R1 – until you open the throttle a few more degrees.
Source: VisorDown.com


Yamaha couldn't price the MT-10 any better than they did, coming in at £9999 it slots perfectly among the competition, directly against the S1000R. After recent news of U.S. availability, this is a great time for U.S. members to get a sense of what pricing for them will be like.
The other big punch in their fight for a share of the nutty naked segment is that the MT-10 will cost just £9999 – as MCN predicted back in November. This places the MT firmly in the ring with BMW’s S1000R (£10,350), Kawasaki’s Z1000 (£9899), Suzuki’s GSX-S1000 (£9599), and Triumph’s new Speed Triple S (£10,200).
Source: MotorcycleNews.com

Extensive Accessories Catalogue

Already there's a wealth of accessories available, from quick shifters, comfort seats, stands, tank bags and top cases, the current Accessories List should be able to suit most riders needs
Yamaha have also revealed that there will be an extensive accessories catalogue for the MT, including an official Akrapovic silencer, quickshifter and various billet trinkets for the sporty buyers, and a bigger screen, soft panniers, heated grips and a comfort seat for those looking for more versatility from their bike.
Source: MotorcycleNews.com


If most future owners had to put together top 3 reasons for buying the MT-10, you can be practicality would be at the very top. Mainly thanks to its comfortable, upright riding position that won't discourage you from long distance riding. Throw a leg over an MT-09 for reference.
Although developed from the R1’s frame, the MT-10’s chassis has been tweaked for everyday versatility and big wheelies. Its Deltabox frame features an altered ‘rigidity balance’ allowing for a short wheelbase of 1400mm. According to Yamaha, the 10’s riding position is marginally sportier/further forward than the MT-09.
Source: 44Teeth.com
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