Motorcycle specifications YamahaMT-10 1000 2025 On an air of violence

This "Ice Storm" color of the MT-10 is as icy as the information associated with this new vintage: the vigorous roadster will no longer be sold in Europe in 2025. Yamaha does not offer it enough to pass the Euro5+ standard. A choice that does not affect other countries, such as the USA. Deprived of this "stripped R1", Yamaha no longer has a big mean roadster to offer to thrill seekers. A delicate situation, just at the moment when Honda arrives with its 1000 Hornet with very aggressive commercial pretensions. Let's hope that the break will be short-lived and that a demonic machine resurfaces in 2016 from Iwata.

yamaha breathed fire on the R1 to create the MT-10. A wicked roadster, fun to ride, with a distinctive (almost thankless) physique and an exhilarating engine. Half a decade passed over it, leaving the competition to grow stronger. With the MT range in turmoil, the manufacturer's biggest Hypernaked is back in the spotlight.

Not surprisingly, the MT-10 is modelled on the MT-09 and MT-07. But with something less robotic, more animal, more bio-mechanical. Shapes that forget the guttural asperity of the first version without sacrificing a moment of menace. Its large eyelashes of light overhang the customary R1 headlights, with the agonizing calm of a viper. Once again, the design approach is daring... perhaps less difficult than usual.

The current pencil strokes have been quick to erase certain parts, which few will regret: the radiator scoops from Lego Technic, the fairing slices and the rear frame appendages have either disappeared or undergone profound changes to make them invisible. The air intake vents and fuel tank have also been redesigned for greater homogeneity. But rest assured, the MT-10 still has Stephen King in its veins, especially in its Cyan Storm color.

Since 2016 and for a long time to come, this big roadster is the only one with a 4-cylinder engine with cross-plane timing. Hence its distinctive sound and torque distribution. Thanks to the R1. Work has been done to give it Euro5 pass, a little extra torque (0.1 mkg) and a few more horses. From 160, the 998 cm3 block spits out 165.9 hp, still at 11,500 rpm. This increase in power, combined with increased torque between 4,000 and 8,000 rpm, will give this already vigorous machine even more response.
A new intake structure and a redesigned titanium exhaust take care of the soundtrack, more pronounced to better feel the raucous breath of the propeller.

yam felt that its big streetfighter needed to show a little more civility. A more comfortable saddle, an improved riding position and angled valves for the rims were therefore provided. Braking quality should improve with the adoption of a Brembo radial master cylinder, with a separate sports reservoir.
The chassis remains largely unchanged, promising some great riding moments. The wheelbase has increased by 5 mm, but remains as compact as ever at 1405 mm. That's barely more than that of an MT-07. The suspension has new settings, the tires have been upgraded to Bridge' S22, and the entire frame is based on the attributes of theprevious MT-10. A hypersport-derived aluminum perimeter frame, with a fully adjustable 43 mm Kayaba inverted fork, an equally adjustable shock absorber of the same origin, 320 mm front brake discs with two 4-piston radial calipers, a 220 mm rear disc controlled by a single piston, and a long, almost Superbike aluminum swingarm.

From the dashboard, it's easy to see that Yamaha has upped the ante on electronics. There's a lot of it on the R1, so we might as well steal as much as we can. TheMT-10 came with an LCD screen, three riding modes, cruise control, shifter, 3-stage traction control and normal ABS.
The sandwich doubles in thickness with many more ingredients. The instrument panel, like the MT-10 SP, goes TFT and color - the screen measures 4.2 inches or 10.6 cm. That's a bit small by today's standards (a Z 650 already offers a few mm more), when the competition is usually lining up 5 inches.
Then there's a speed limiter, a 4-power mode throttle*, the installation of a 6-axis IMU for more precise assistance, angle-sensitive traction control, SCS glide control, 2-stage engine brake management, wheeling control, 2-stage electronic brakeforce distribution (standard ABS / active in corners) and YRC ** riding control, corresponding to 4 riding modes.

The Yamaha MT-10 is seriously evolving, with more power, more electronics and styling on the borderline between menace and squalor. An R1 roadster, worth the detour. The most fearsome of the Masters of Torque relaunches itself in the segment, in pursuit of the Speed Triple 1200 RS, Tuono V4 and S 1000 R.

M.B - Manufacturer's photos

* Four-mode APSG throttle (PWR):
The PWR-1 is designed for heavy-duty track riding. PWR-2 and PWR-3 offer a smoother throttle response, allowing the rider to take advantage of the bike's linear torque. The PWR-4 offers a measured throttle response, particularly useful on wet or slippery surfaces.

**Yamaha Ride Control (YRC):
The electronic riding aids can all be set independently, but to supervise them, Yamaha Ride Control (YRC) gives the MT-10 rider the option of creating a system including settings for TCS (traction control), SCS (slip control), QSS (shifter), LIF (wheeling control), EBM (engine brake management) and BC (braking control) systems all at once. The YRC is available in four different modes, to suit every riding condition.

Mode A is for sporty driving, mode B for all-round use, mode C for urban use, and mode D for adverse conditions such as rain. All four YRC modes have preset values, but the MT-10 rider can choose to reset the settings to suit his or her preferences.