Yamaha MT-10 SP (2017) - First Ride and Review

There are momentous occasions in life that human nature would dictate we remember for the rest of time. I'm talking about losing your virginity, your wedding day (perhaps that was the same day), the birth of your first child...that sort of thing. Dates, times, places, names etched into your memories forever.

Then there are memorable occasions that are above and beyond the regular stuff. You know, first bike, the day you moved out of your parents’ house or how much the tooth fairy left for your first molar, for example. The key bits that aren’t quite life changing but are extremely important nonetheless. 

Today marks one such memorable occasion. For it was the day I rode a Yamaha MT-10 SP for the first time. 120 miles of South Africa’s finest roads with one of the world's finest motorcycle engine and chassis combinations. This is the stuff of dreams.

Nine months ago the Japanese manufacturer kindly gave us the MT-10, a supernaked motorcycle developed at the same time as, and based heavily on, the awesome YZF-R1. It uber-impressed even the most cynical journalist with its combination of smash-you-in-the-face power, almighty low to mid range torque, a highly capable chassis and a smart price point. It was a hit with customers too with demand still outstripping supply even now. Dealerships couldn't get enough. In fact, 1 in every 10 Yamaha motorcycles sold in 2016 was an MT-10.

As if the 158.2bhp inline four cylinder Yamaha MT-10 unleashed last May wasn't epic enough, Yamaha are now bringing an SP version out to play.

But what does SP stand for in the world of motorcycling? Super Pimp? Suitably Powerful? Sure Performer? Nope. It’s a term introduced by the Italians in the early 90s to denote the version with track-based technology – Sport Production.

With a heap of R1 and R1M trickery thrown at the already highly accomplished streetfighter, the new MT-10 SP, which is available from the middle of March, should be commanding the headlines once again. But priced at £13,399 which resembles a £2,600 hike above the slightly tweaked 2017 version of the standard MT-10, is it a justified extra expense?

Yamaha have some tasty competition if you start comparing what the European manufacturers have to offer. Have a look at this spec sheet for the on-paper head-to-head:

SUPER NAKED RIVALS SPEC TABLE

DESIGN, COMFORT and PERFORMANCE 

The three-bike MT-10 range (standard, Tourer Edition and SP) won’t win any ‘Most Beautiful Bike of the Year’ awards and the rather futuristic styling has divided opinion since day one. Some say it resembles a certain Pixar cartoon robot while others say its aggressive, rugged and a real mans bike with hard lines. Whatever your opinion is, it’ll be shared on any number of social media channels.

The new colour exclusive to the SP is Blue Silver Carbon which looks striking enough from afar but up close the detail is neat with a sparkle-effect from under the blue lacquer. Add that to the blue rims, gold forks and polished aluminium swingarm and in my opinion, there’s a much better looking bike already.

One particularly tidy touch in the design is the way Yamaha have hidden the always-ugly collector box under the engine. Garishly huge on many a-motorcycle thanks to those Euro-4 emission regulations yet on the MT-10 SP its been covered up neatly.

At the press launch after 120 miles of South Africa’s finest roads, admittedly and thankfully with several stops along the way for photos and/or coffee, the seating position remains assertive enough to cope with nearly 160bhp. Leaning forward with knees under shoulders and with a handy coke can sized buffer behind the rider’s part of the two tier, single seat unit, which is ideally placed to push against under hard acceleration. The saddle also allows for plenty of movement around the tank but with the sporty peg position comes the benefit of not scraping to much away in the faster corners, off-set by a degree of leg stretching. I’m 6ft tall and wore riding jeans so my stretches weren’t as common as those in one-piece leathers.

The hyper naked handles beautifully as the big handlebars push the bike into the corners making full use of that dynamic chassis. It’s quick to turn, dancing from one apex to the next with plenty of dexterity for a 210kg naked bike. It’s well balanced thanks to the hi-spec Ohlins system and the fact that the MT-10 chassis is still 60% the same as the YZF-R1 after all.

It’s as comfortable as the next unfaired litre bike for a bit of motorway cruising but that of course is not its forte. The small cowling does a reasonable job and there’s always the very easy-to-use cruise control to help the miles pass. Though it’s worth noting that it only works in 4^th – 6^th gears and above 30mph.

The fiercely strong midrange from the motor is stunning. Every one of the 81.7 ft lb of torque is a perfect match for the 158.2bhp, resulting in the drive in any gear being so teeth-grittingly, stomach-tingly punchy that even at 50% throttle from around 4,000rpm, action is required to keep the front wheel from snow-searching. Between 5,000 – 8,000 rpm is the sweet spot, the rev counter even tells you so as it changes from black to green then orange above 8,000. Even in the softest of the three riding modes – which have changed from A, Std and B to 1 which is the sportiest, 2 formally ‘Std’ and 3 the softest throttle action in the midrange – the throttle has to be fed in with a little love and care instead of cranking it wide open. 2^nd gear will take you above and beyond any legal speed limit in the UK and when we tested the 2016 MT-10 with a datalogger at Bruntingthorpe Airfield last year, the Yamaha would get to 60mph in 3.36 seconds and 100mph in just 6.22 seconds before maxing out at a limited 150mph. For a bike with no fairings and a less sporty riding position, I’d say that kind of performance in the right hands will trouble many superbikes at your local track day.

Speaking of riding modes, each has a pre-set level of traction control, ABS and suspension settings though all are adjustable via the hi-tech display screen.

The MT-10 SP comes with its own awesome sound track as the howling four cylinder emanates from the stock exhaust. The 270 degree crossplane crank four-cylinder engine is achingly good and in this chassis forms a partnership as compatible as fish and chips. The new quickshifter operates more optimally the further open the throttle is. Keep it pinned and changing up takes a microsecond as the pop, pop, pop of the gears is barely noticeable by feel, it’s the audio you must listen to. It isn’t the most refined system and misses an auto-blipping downshift but I suspect it’s only a matter of time before a more luxurious version is developed.

The big 320mm twin disc brakes Nissin brakes are crisp and the ABS keeps a low-profile at the front with limited chatter but intercepts earlier on the rear. The turning circle can catch you out as the wide tank intercepts the full sweep of the handlebars. The bars are stopped before they touch the bodywork but look for a slightly wider turning area than you’re perhaps used to.

On the accessories front, Yamaha have plenty on offer and I’d recommend replacing the budget looking brake and clutch lever to start with followed by a tail tidy. I’m in two minds over an Akrapovic system; normally I wouldn’t hesitate but the sound of the standard exhaust is striking enough to put £721 elsewhere.

TECHNICAL SPECIFICATIONS: MT-10 SP