QUICKSPIN I 2022 Yamaha MT-10
P116
SPECIFICATIONS
2022 YAMAHA MT-10 ($13,999)
ENGINE
Inline 4-cylinder
DISPLACEMENT
999cc
VALVETRAIN
DOHC, 16 valves
BORE X STROKE
79 x 50.9mm
COMPRESSION RATIO
12.0:1
COOLING SYSTEM
Liquid
FUEL SYSTEM
Fuel injection with YCC-T
EXHAUST
4-2-1
TRANSMISSION
6-speed
CHASSIS
Aluminum twin-spar
FRONT SUSPENSION
KYB 43mm fork, fully adjustable
REAR SUSPENSION
KYB shock, fully adjustable
FRONT-WHEEL TRAVEL
47. in.
REAR-WHEEL TRAVEL
4.7 in.
FRONT BRAKE
Dual monobloc, 4-piston,
radially mounted caliper,
320mm disc, cornering ABS
REAR BRAKE
2-piston, fixed caliper, 220mm
disc, cornering ABS
FRONT TIRE
120/70 ZR17 in.
REAR TIRE
190/55 ZR17 in.
RAKE
24°
TRAIL
4.0 in.
WHEELBASE
55.3 in
SEAT HEIGHT
32.9 in.
FUEL CAPACITY
4.5 gal.
WEIGHT
467 lbs. (wet, claimed).
COLOR
Cyan Storm; Matte
Raven Black
A cross-plane crank R1 at full roar is an audible
joy, and it's been acoustically beefed up by
that new intake, airbox and exhaust set-up.
Anyone fancy riding a bear?
This MT houses the non-electronically
adjustable suspension compared to the Ohlins-
equipped MT-10 SP that we'll ride a bit later in
the year, so the ride can be a little on the stiff
side for simple day-to-day cruising but switch
your focus to even a hint of sporty riding and the
damping characteristics make perfect sense.
The MT-10 absolutely loves a good mountain
road, the combination of nicely set springers,
and those excellent Bridgestone S22 tires
(check here if you'd like to read the test we did
on them from Jerez in 2019) and that glorious
motor making for a joyous occasion.
There really is very little to fault with the MT.
The electronics are well organized and easily
changed by the rider, which is no mean feat
given many manufacturers fail miserably in this
regard, and that new quickshifter is an excel-
lent addition to the show—I can think of at least
three bikes that cost this much that don't have
a quickshifter, let alone all the other electron-
ics the MT has.
An area I don't love, much like the R1, is
the front brake setup, which has that dreaded
wooden feeling at the lever I've become sadly
accustomed to with sporty Yamahas. At least
the brakes stayed consistent and didn't fade to
nothing as they do on the R1, but the master
cylinder is a bit old-school and more in line
with the $14k pricing. It's a simple fix if you go
surfing through the Brembo catalog, but some-
thing to be aware of.
Aside from that, I have very little else to
criticize with the MT-10. The motor shines, it's
got an excellent chassis, and the price is most
definitely right. Perhaps it lacks a bit of the
pizzaz we associate with the Euro contingent,
but it's hard to argue with the facts overall. This
really is an excellent motorcycle.
CN
