Yamaha Europe has announced a new MT-10 naked bike for 2022. No word yet on whether this model will be part of the 2022 U.S. lineup. MD tested this model, formerly known as the FZ-10, in 2017.
The list of changes from the prior model are extensive, and are detailed in the following press release from Yamaha Europe. Highlights include a more powerful Euro5 compliant 998cc inline four-cylinder engine, a Brembo front brake master cylinder, quick shift, color TFT display and all the modern electronic rider aids associated with a six-axis IMU.
Here is the press release from Yamaha Europe:
Yamaha launch the next evolution of the MT-10
The definitive Master of Torque
The MT-10 is already the undisputed King of Yamaha’s Hyper Naked range.
Since it arrived on the scene this blockbuster of a motorcycle has gained the
utmost respect from everyone who has ridden it – as well as anyone who has
seen it in action.
It’s R1-derived high-torque CP4 engine is the most remarkable powerplant that Yamaha has ever fitted to a naked bike. Ultra-aggressive naked styling gives the MT-10 the most distinctive and intimidating looks.
And the lightweight aluminium chassis delivers class-leading levels of agility and stability that make this one of the most exciting and rewarding motorcycles ever built. Now the next evolution of the MT-10 is about to arrive.
With more power, more control and more adrenaline, it’s been built to take the Hyper Naked experience to the next level, and reinforce the MT-10’s reputation as the definitive Master of Torque.
The MT story
When Yamaha launched the MT-01 in 2007 no one could have predicted how this unique machine was about to change the face of the motorcycle market in Europe. With its naked body, high-torque engine and distinctive look, it stood out from the crowd. It was the beginning of a new era in the motorcycle world that really took off with the launch of the phenomenally successful MT-09 in 2013.
European riders loved what they saw – a naked sport motorcycle with a very special character that gave them the torque, agility and feel that they were looking for.
With the crossplane concept engine technology, an aggressive stance and
stripped down bodywork, the MT Hyper Naked range grew to become Yamaha’s most successful range of motorcycles.
With over 290,000 sold in Europe, the MT line up has brought a new excitement to the street, and the smaller capacity models have been successful in attracting a whole new generation of people into the world of two wheels.
From the new MT-10 through to the MT-125, Yamaha’s Hyper Naked range is designed to give every rider the opportunity to be a part of the most exciting and accessible movement in European motorcycling.
New MT-10: More power. More control. More adrenaline
Updated EU5 998cc CP4 engine
The next evolution of the MT-10 is equipped with a refined version of the legendary liquid-cooled CP4 crossplane engine that is closely related to the legendary R1. Developing increased power and producing a stronger feeling of torque, this is the most powerful and most technologically advanced engine ever seen on a Yamaha Hyper Naked motorcycle.
The updated 2022 design benefits from lightweight aluminium forged pistons, offset con rods and direct-plated cylinders in order to ensure maximum efficiency, and has a number of new model-specific features that are designed to enhance the feeling of torque.
To boost the road-focused midrange, steel conrods are used rather than the titanium components used on the R1, and the moment of inertia at the crankshaft is increased.
Fuel injection settings have been changed for an even higher level of linear torque between 4,000 and 8,000 rpm – and the design of the intake and exhaust systems is also modified to give the MT-10 a more thrilling and unique 360° Torque Emotion character.
Fuel economy is improved, CO2 levels reduced, and this more powerful engine meets EU5 regulations.
Tuned intake sound
The sound made by any motorcycle – whether intake or exhaust – is one of its most defining characteristics, and Yamaha’s engineers have focused on creating a unique soundtrack for the MT-10 by designing an all-new intake system.
With an uneven firing interval of 270°-180°-90°-180° the MT-10’s CP4 crossplane technology engine emits a distinctive intake and exhaust noise characterized by a rumbling growl at low rpm and a high pitched roar at high rpm.
Yamaha’s development team has custom-made a new tuned intake sound for the 2022 model by the use of an all-new air cleaner box that is equipped with three intake ducts with different lengths and cross sections.
Each duct produces a different intake sound, and they are designed to resonate harmoniously at varying engine speeds to create a unique intake roar that enhances the overall riding experience.
In particular, the tuned intake is specifically designed to produce a sensual roar between 4,000 rpm and 8,000 rpm that reinforces the MT-10’s enormous torque feeling when accelerating hard or powering out of a turn.
The big-torque experience is heightened by the new Acoustic Amplifier Grilles that are positioned on the front left and front right of the 17-litre fuel tank. These amplifiers transmit the tuned induction sound directly to the rider, and the vibration of the grilles themselves also contributes to the thrill and excitement experienced when the rider opens the throttle.
Titanium exhaust
A new titanium exhaust is used on the MT-10, and this lightweight system features a newly designed titanium downpipes and muffler. Like the new tuned intake, the exhaust has been designed to emit a deep and distinctive sound that emphasizes the bike’s uneven firing sequence.
At lower engine speeds the exhaust sound is dominant, while the tuned intake roar takes over from mid to high revs to create a wall of sound that stimulates the senses and heightens the thrilling acceleration and torque rich performance of the more powerful 2022 engine.
Compact and minimalist new exterior styling
Right from the launch of the very first MT-10, this flagship Hyper Naked has maintained its distinctive individuality and established a reputation for being one of the most aggressively styled bikes in the category.
The next evolution of the MT-10 continues this theme of individuality with a powerful and dignified new look that underlines the bike’s intense character and intimidating presence.
This has been achieved by removing any unnecessary bodywork elements and refocusing attention on this charismatic bike’s mechanical beauty.
The ‘face’ of every motorcycle is one of the most significant design elements, shaping the way that it is perceived and also influencing the pride of ownership and levels of riding enjoyment.
The new MT-10 has a completely new look with a more integrated feel that gives a more minimalist and imposing appearance.
Compact new twin-eye mono-focus LED headlights with separate high and low beam units provide excellent illumination and project a powerful and even beam with softer light at the edges.
LED position lights are situated above the headlights, and the new nose assembly transforms the looks of this flagship model and gives it an even more refined yet dominant look.
Mounted on both sides of the fuel tank cover, the enlarged ducts increase intake efficiency and contribute significantly towards the increased power output of the 2022 engine.
As well as their mechanical functionality in delivering cool air to the fuel injection system, these intakes also visually highlight the outstanding power of the 998cc engine, and form an integral part of the bike’s new look.
Together with the Acoustic Amplifier Grilles located in the front of the fuel tank cover, the dual ducts emit the thrilling intake sound of the high-torque CP4 engine for the riders enjoyment.
With minimal overhang at the front end and a more compact LED taillight – combined with the compact new nose and new larger air intakes – the MT-10’s mass centralized design is taken to the extreme, giving a brutal and condensed side profile that leaves no doubt that this is the King of the MT line.
Improved ergonomics
The MT-10’s legendary versatility in almost any riding situation from urban streets through to twisty backroads and long haul trips – and even the occasional track day – has made it one of the most competent and desirable Hyper Naked bikes. For improved comfort together with greater freedom in adopting different riding styles, the 2022 model’s ‘rider triangle’ – the bar/footrest/seat relationship – has been improved.
The fuel tank cover is now smoother, giving a better feel when the rider grips the tank with their knees when braking or accelerating – and also allows greater mobility when shifting weight for corners. In addition the seat’s firmness has been modified for greater comfort, and the seat design has been modified.
Brembo radial master cylinder
The MT-10’s outstanding front braking system, features dual floating 320mm discs with 4 piston radial-mounted calipers – the same system as used on the R1.
For 2022 a new Brembo radial brake master cylinder is featured, giving improved braking feel at the lever for increased controllability.
Yamaha Variable Speed Limiter
A key feature on the new MT-10 is the Yamaha Variable Speed Limiter (YVSL) that gives the rider the ability to set a top speed limit to suit various situations. As well as ensuring that public road speed limits are not accidentally exceeded, the
system can also be useful when riding though unfamiliar areas or in adverse
conditions.
Quick Shift System
Previously available as an optional extra, the Quick Shift System (QSS) is now fitted as original equipment on the 2022 MT-10. By enabling smooth, clutchless shifting, this system makes full-on acceleration even more exciting – downshifting is also smoother and faster.
New 4.2” full-colour TFT display
The next evolution of the MT-10 comes fully equipped with an R1 derived 4.2” full-colour TFT display that features a clear and easy to read screen with all of the key information on view.
A menu switch on the right handlebar enables the rider to select which information is displayed, while the ‘Mode/Select’ switch on the left side of the handlebar can be used to change the intervention levels of the electronic rider aids, or where applicable, to turn them on or off.
APSG ride-by-wire throttle with four power delivery modes (PWR)
A new Accelerator Position Sensor Grip (APSG) ride by wire twistgrip unit works with the Yamaha Chip Controlled Throttle (YCC-T) to give the MT-10 rider increased controllability when accelerating. This advanced system provides the optimum intake air volume to the combustion chamber, ensuring that the rider experiences smooth torque characteristics over the MT-10’s wide rpm range.
The rider can also adjust the throttle response characteristics using the PWR (Power delivery mode) switch.
PWR-1 is suited to aggressive trackday riding; PWR-2 and PWR-3 deliver a
smoother throttle response that enable the rider to experience the bike’s
linear torque, and PWR-4 is a softer response that is best used when surface
conditions are wet or slippery.
6-axis IMU with rider aids
The new MT-10 is now equipped with a state of the art 6-axis IMU (Inertial Measurement Unit) that was originally developed for the R1, and has now evolved into a smaller and lighter unit.
The IMU features two sensors that measure 3-axis angular velocity: pitch, roll and yaw – and three-axis acceleration: forward/backward, up/down and left/right. This data is transmitted to the ECU which activates the bike’s electronic rider aids which give unprecedented levels of machine controllability by intervening to prevent wheel lock ups, loss of traction or wheelies.
Lean sensitive Traction Control System
The MT-10 benefits from one of the most advanced traction control systems to be featured on a Hyper Naked.
Sensors detect the relative speeds of the front and rear wheels, and when rear
wheel traction loss is detected the ECU momentarily cuts drive to maintain
traction and stability.
Using data from the 6-axis IMU, this new lean sensitive traction control system is able to adjust the degree of intervention to correspond with the bike’s lean angle, with intervention increasing as lean angle increases.
A total of five intervention levels are available.
Slide Control system (SCS)
For increased cornering controllability and confidence the MT-10 is equipped with the latest Slide Control System (SCS). When the sensors predict that the rear wheel is about to slide sideways, the ECU intervenes and reduces drive to the rear wheel until the chassis is stable. The system uses pre-set intervention levels, but the rider can adjust the levels or turn the system off.
LIFT control system (LIF)
When sensor data tells the IMU that front wheel lift is imminent the ECU cuts power to the rear wheel until the machine is stable again. As with some of the other rider aids, the intervention levels are pre-set, but the rider can adjust them or turn them off.
Engine Brake Management (EBM)
EBM controls the degree of engine braking force when decelerating, and gives the rider a choice of two levels. Level 1 gives a high level of engine braking, while Level 2 gives minimal engine braking, enabling the rider to choose the most suitable level for the prevailing riding conditions. Modes are pre-set, but can be adjusted by the rider or turned off.
Brake Control (BC)
Brake Control (BC) is designed to give increased controllability during mid corner riding, and independently modulates and controls the pressure being applied to the front brake and rear brake.
The rider can select one of two modes: BC1 mode is a standard ABS-active mode, while BC2 is designed to operate in mid corner emergency braking situations.
Yamaha Ride Control (YRC)
While all of the electronic rider aids can be adjusted independently, Yamaha Ride Control (YRC) gives the
MT-10 owner the ability to create an all-inclusive system which can switch the
settings for the traction control, SCS, QSS, LIF, EBM and BC systems all at
once.
YRC is available in four different modes that are designed to suit a
variety of riding conditions.
Mode A is for sporty riding; Mode B is for a wide range of conditions;
Mode C is tailored for urban usage;
Mode D is for rainy or adverse conditions.
The YRC’s four modes have pre-set values, but the MT-10 rider can choose to reset the various different mode settings to match their own preferences.
Lightweight Deltabox chassis
Derived from the class-leading R1, the aluminium Deltabox chassis is one of the lightest, strongest and sharpest handling designs in any category. Developed to handle 200 HP this high-tech frame uses the CP4 engine as a fully stressed member to keep weight to an absolute minimum.
Equipped with a long aluminium swingarm but with a compact wheelbase of 1405mm, the Deltabox chassis delivers stable, light and agile handling in a wide variety of low and high speed conditions.
Optimized front and rear suspension
The MT-10’s advanced suspension system uses optimized model-specific settings that are designed to provide precise handling and confident roadholding, whether in busy urban streets or powering hard through a set of bends in the mountains.
The 43mm fully adjustable KYB front forks offer 120mm travel and can be set up to match personal riding preferences.
These high specification forks are complemented by a fully adjustable KYB rear shock that can be easily adjusted to handle varying loads and riding styles.
Bridgestone Battlax S22 tyres
The MT-10’s lightweight 5-spoke aluminium 17-inch wheels are fitted with the latest Bridgestone Battlax Hypersport S22 tyres.
A 120/70-ZR17 front tyre and a 190/55-ZR17 rear tyre provide outstanding levels of traction, and together with the sophisticated electronic rider aids, this package offers outstanding handling together with a remarkable degree of controllability in many different types of riding conditions.
MT-10 Key Features
- More powerful EU5 998cc engine
- Tuned intake sound
- Titanium exhaust
- Compact and functional new exterior styling
- Improved ergonomics
- Brembo radial master cylinder
- Yamaha Variable Speed Limiter (YVSL)
- Quick Shift System (QSS)
- A&S clutch
- New 4.2” full-colour TFT display
- APSG ride-by-wire throttle with four power delivery modes (PWR)
- 6-axis IMU
- Lean sensitive Traction Control System
- Slide Control system (SCS)
- Lift control system (LIF)
- Engine Brake Management (EBM)
- Brake Control (BC)
- Yamaha Ride Control (YRC)
- R1-derived aluminium Deltabox chassis
- Long aluminium swingarm
- Compact 1,405mm wheelbase
- 43mm fully adjustable KYB front forks
- Fully adjustable KYB rear shock
- Bridgestone Battlax Hypersport S22 tyres
MT-10 colours, availability and price
Yamaha will offer the new MT-10 in three colour options. Cyan Storm evolves the DSOJ story in an exciting new direction offering a fresh take on the technical and trend focused colour way. Icon Blue is a dynamic new colour inspired by the factory’s race bikes, and features blue body panels and blue wheel rims. Tech Black projects an understated and moody look, and features an all-black body with black wheel rims.
Deliveries to European Yamaha dealers will commence from the February 2022. Prices vary per region, so please contact the national Yamaha distributor for full information.
Yamaha Genuine Accessories and Hyper Naked Apparel
Yamaha has developed a range of kits and individual Genuine Accessories that enable MT owners to easily personalize their motorcycle with high quality parts that have been developed to give an excellent fit and a premium finish.
Customers can order the kits and accessories before collecting their new motorcycle, and have them fitted by their Yamaha dealer. All of the items in the kits can also be purchased individually, and in addition to the kit items, the Genuine Accessory list includes everything from Akrapovic Exhaust Systems and levers through to grip heaters and billet handlebar ends.
Yamaha’s extensive MT clothing line includes male and female jackets and pants, as well as a selection of hoodies, T-shirts, gloves and a range of CE-approved riding gear.
The MT collection is constantly evolving, and new products are added throughout the year.
MyGarage app
Yamaha’s MyGarage app is the quick and easy way for customers to build a virtual version of any MT model with a range of Genuine Accessories while sitting at home with their smart phone or laptop. The free App allows users to add and remove accessories to create their ideal MT, and the finished result can be viewed in 3D from every angle.
MyGarage takes the guesswork out of choosing which accessories to fit, and to make things even easier the customer’s final selection can be emailed to their chosen Yamaha dealer who will fit the selected Genuine Accessories to their new MT.
For full information on Yamaha Genuine Accessories and Apparel or MyGarage please visit www.yamaha-motor.eu
MyRide
Yamaha’s free MyRide app gives all MT riders the chance to get more enjoyment and information out of every ride. Available for iOS and Android devices, it tracks and stores every route covered, and enables users to create their own story and add pictures which can be shared on social media.
Looks much better than B4 … except for the turquoise wheels. WTF?
So there are two color schemes without those wheels. Put you order in on one of those.
JUST FUGLY. It doesn’t hurt to say it.
I agree 100%. Headline should read, “Brand new! No longer ugly”, with a description that includes ‘Yamaha didn’t pre-crash the prototype and send the result directly to production.”
That cross-plane motor sounds fantastic but this is still a pretty weird looking bike. In black it’s not quite so bad though. I know Yamaha wanted something distinctive from the competition but that headlight cluster still looks like some insect. Not that KTMs are exactly elegant. If I wanted a naked litre bike I think I’d go with Honda’s CB1000.
Man! Let it not be said that Yamaha can’t lay it on thick and heavy.
Do I detect the slow comeback of the tail section? A retreat of the retreat?
Twenty years ago when MotoGP went retrograde the supporters were saying it was going to do great things for street bikes. Here we are twenty years later and press releases go on and on about how some new bike has more nannies than all the royal families on earth combined.
I’ll call it an abysmal failure. I’d rather have simple bikes, the return of AMA Superbike to its former promenanc, Americans riding on the world stage. You know. The good old days.
Where are we at? Are street bikes lighter? No, they are actually getting heavier. Are sport bikes popular? Nope. Has the quality of the average suspension increased? Not really.
But hey. Look at the bright side. Going retrograde ruined the dirt bike market too. YAY!
If the motorcycle industry made airplanes, would they still fly?
Motorcycles haven’t really gotten lighter but they’re not getting heavier, either. If viewed in terms of power/weight, they are getting “lighter” by being more powerful at the same weights. If we want lighter, we simply have to pay, in dollars or fragility, and flex.
It cannot be said that they haven’t gotten better when taken as a whole. As an example, a Kawasaki z400/Ninja 400 is not made of a bunch of exciting things/materials but it is an excellent motorcycle. and pretty darn light for a thing that’ll do over 100mph.
MotoGP has really never done anything for street bikes. Superbike has, if only to drive manufacturers to make better bikes so that they’d support the marketing effort of racing.
Dirt bikes are also far better, and there are many more brands/choices in the US market then there was in their “heyday”.
There are high-performance STOL aircraft flying with Yamaha snowmobile engines and Rotax makes some of the most popular light aircraft engines in the world so yes, they’ll fly.
Modern bikes are pretty light actually if you want to factor in HP and performance compared to the bikes of old. A bike can only get so light and remain safe. Metal weighs what it does unless it has expensive high quality carbon fiber and titanium parts.
Plus factor in that when a bike gets too light it can become flighty at fast highway speeds.
My latest naked bike weighs around 460 pounds fully fueled and it is effortless to throw around on twisty country backroads and as for the highway, I really wouldn’t want it any lighter.
YES. I don’t know what the expectation here is, really. Fill the frame with helium so it’s very light?
(If you’re going that sounds familiar – Planes Trains and Automobiles)
The expectation he has been describing is basically squeezing an 80hp+ parallel twin, say a light unit like the Aprilia 660, into a modern dirt bike frame optimized for street riding.
To be honest, it’s completely doable. Emissions and noise compliance would still make it heavier than Mick would like, but anyone willing to defy the EPA could get the weight down to 320-ish pound wet. If you spent some money on really light wheels, engine bits, and contact points, then the bike could be well under 300 lbs while still sporting an engine designed to last.
The bike practically exists already in the form of the 690 Duke.
I think it’s wishful thinking with a twin. Even a parallel twin has twice as much of all of the heavy stuff. The minimum weight for a super-twin dirt tracker is 310lb and those things don’t even have a front brake, let alone another 30-50lbs of stuff needed to make the bike streetable.
I’ve asked Mick before why he doesn’t already own the Duke 690. It’s exactly what he claims he wants.
You’d actually be surprised how similar the weight is between a parallel twin and a single of the same displacement. Additional crank mass is largely offset by reduced flywheel mass (as the extra firing interval and increased mass of the crank require less flywheel mass to keep things spinning.) The twin is heavier, by not by nearly as much as one would think. The difference is pretty marginal, actually.
Because I already have a 650 Supermoto that is much lighter and nearly as powerful. I wouldn’t be gaining anything buying a 690 Dave. I don’t know why you keep asking me that.
Twins do not have twice the heavy bits. They have an extra cylinder, connecting rod and piston. None of those parts are particularly heavy. The crankshaft doesn’t even weigh all that mich more. And that’s it. The rest of the bike is just the rest of the bike. The transmission deals with lesser power pulses on a twin. So that doesn’t need to be upgraded either.
Mick, with a Duke 690 you’d get: street correct geometry and suspension, street appropriate ergonomics and comfort and the only properly counter-balanced single for street riding that I am aware of.
You come to every thread to complain about the traits you feel production bike’s are missing so I don’t believe you are satisfied with the bike’s you own. If you want to see it change, you need to be a part of the change. That means buying the bike that’s close to what you claim to want. Motorcycle companies don’t use this comments section as a forecasting tool. If they do, it sure isn’t reflected in the products they make.
Marcus, my bike weighs 130 pounds less than yours. Imagine how much more effortless your bike would feel if it weighed 130 lb less. Imagine how much harder it would accelerate, how much better it would handle and how much quicker it would stop. Imagine rolling 130 lb less motorcycle around in a garage or paddling backwards out of a sloped parking spot. I’ve owned and ridden all sorts of heavy and light motorcycles on the highway too. High speed stability doesn’t seem to be related to weight, more likely it’s wheelbase and steering trail geometry. My bike feels sure footed and comfortable at speeds well over 100 mph. Maybe it’s better to make assertions based on experience and not on presumption.
I will never factor in power for weight. I would rather a given amount of power at less weight. I built a 60hp bike 22 years ago that weighs less than 300 pounds. Is it flighty? Nope.
Why is it that a 300 pound dirt bike is ridiculously heavy while a 400 pound street bike is considered light? A 460 naked weighs as much as two dirt bikes. Two frames, two engines, four wheels and tires…
Why do so many people make excuses for this industry? I get it that thsese ridiculously heavy bikes have more power now. But I bought a bike in 1994, the last time I bought a new street bike, that I considered to have more power than was necessary for public roads. I would like to benefit from technology by buying a bike that isn’t heavy and has ample power. But no. All you can get is the same heavy packages with crazy amounts of power complete with a huge team of electronic nannies to insure than you seldom have access to it.
Public roads and the laws governing them never change. It is a set venue. You will never get me to buy the same old heavy packages to ride on it just by adding power and nannies. Been there, done that, totally unimpressed by it.
On the positive side, there is probably a dealership near you that sells and repairs Japanese bikes. European bikes usually don’t have that advantage. And those Japanese bikes are usually much more reliable than those European bikes, and cheaper. But bikes of both of those cultures look funny in their own ways. I have had bikes from here and there. I am good with anything on wheels.
Beaks, no beaks. round headlights, insect headlights. Just ride it.
I do actually find the looks of this quite acceptable, apart from that revolting manga style headlight cowl. Wouldn’t take much to turn it into a pretty good looking bike. Maybe the aftermarket could help.
Only a fool would buy a motorcycle with a cartoon affectation headlight/wind screen, that is an intimidating anger, or carnivore attack look. It is a motorcycle stupid !
Headlight with large reflector – OK. Cartoon angry bird – not OK.
How long will designers BEAT this THEME to DEATH over and over again ?
What ever happened to smoothly functional ?
I’d say Yamaha isn’t a stranger to odd front ends. The lights on my FZ6 (2nd gen) are the one part of the bike that doesn’t work quite right, at least when viewed from the front or slightly off-axis.
It looks pregnant.
Needs Plan B.
But it makes more torques at the crank than a 40′ Cresent wrench and has more electronics than a NASA space shuttle to keep it from ever reaching the rear wheel!
yea verily…
“It looks pregnant.” Is there something you’re not telling us?
It has something to do with beaks, but I’ll leave it at that.
A programable speed limiter for a street bike? Sounds like the slow evolution of Big Brother eventually being tied into your machine’s abilities relative to the posted speed limits of where you are traveling.
At the moment, it’s actually there to keep riders from tangling up with big brother who is already watching and criminalizing many drivers around the world with speed monitoring cameras.
Sounds like a fancy cruise control.
It’s a wonder we aren’t already driving in an autonomously speed-limited environment. Seems like a no-brainer if safety is really the goal of speed limits.
I found on the last gen of Goldwing that I got tired quickly as the torso was bolt upright. I need a bike set up that allows me to lean forward to put some pressure on my hands to counterbalance the wind and let the back muscles have a rest from holding me rigid.
Motorbikes are not unicycles for a good reason.
Never really understood the naked bike craze. Especially the high hp versions. Despite this, l own a 2015 FZ09, as well as a 2017 GSXR1000 and a 2021 R1. The FZ has a wonderful motor but l find the upright riding position fatiguing after even moderately long rides. At almost 64 years old l find both 1000’s more comfortable for longer rides, particularly the GSXR, as they offer more options for body positioning and weight distribution. The FZ’s lack of wind protection and constant pressure on the tailbone becomes uncomfortable sooner. Not to mention that both 1000’s have far superior chassis and suspension. I can’t imagine that a naked bike with near R1 levels of performance will be any more comfortable. The FZ is a great bike for short rides with loads of character, but if l want to get somewhere quickly and feel like l haven’t been a hood ornament on an aircraft, I’ll ride the sportbike every time.
One would think your long-distance discomfort has less to do with uprightness and more to do with nakedness…and naked bikes aren’t really intended for longer distances.
Have you tried other naked bikes?
Have you tried a faired standard?
I found on the last gen of Goldwing that I got tired quickly as the torso was bolt upright. I need a bike set up that allows me to lean forward to put some pressure on my hands to counterbalance the wind and let the back muscles have a rest from holding me rigid.
Motorbikes are not unicycles for a good reason.
There are all kinds of aftermarket handlebars that can make a huge difference in how naked bikes feel on the open road. One of the cheapest and easiest ways to make it feel like a completely different bike.
No doubt it should be a great bike, but aesthetically it’s ugly as all modern naked, with the exception of the Kawasaki retro lineup.
looks ok in all black
but the other colors not so much
If I had known what bikes would look like 10 years ago, I would’ve set up an aftermarket headlight business.
Now that’s a face only a prawn from District 9 could love.
Yamaha calls this “Minimalist”, it used to be streetfighter, and before that Standard. I have a soft spot for bikes like this, I own a 2012 Honda CB1000R. I also have a project 1997 Suzuki GSXR1100, that I am in the process of making look similar to these. Its the old CB750 we always wanted, with all the new good stuff. It might me “high tail”, “insectoid”, but at least the school bus back end has finally left. If you have ridden any of these new models, they are nice, sweet, fast, and handle. I dont plan on riding one on the freeway for hours on end, and find it troublesome I need gas at 130 mi. its a bit annoying, but I have to shop for groceries once a week, and dont blame the store for it. Then when there is a bike that has a 5-6 gal tank, its bashed because it has it, by the same group. They will never buy a new bike, and just search for one little thing to bash on all the new models. Last year it was seams on the tank, then the beak, now its little tanks. But the bikes, they are great! we are living in the future.
I think my riding habits and style preferences are much like yours joe b.
And please send a link to some photos of your 1997 GSXR when you’re done.
https://www.facebook.com/photo.php?fbid=10160269384732240&set=p.10160269384732240&type=3 laughs, here you go. I also own the VFR1200DCT, the bike with the auto transmission, and paddle shifters, I like it, its not like most think. so I’m not all wheelie and canyon crazy like some think. I do like going up to newcombs even tho they are closed still. by the way, everyone told me the VFR DCT would not wheelie, but if you just hammer it the front comes up, good thing for the electronics, with no clutch to grab, at least the wheel comes back down on its own.
https://www.facebook.com/photo.php?fbid=10160269384732240&set=p.10160269384732240&type=3 second try.
Thanks joe b. Should be a blast when it’s done. Are you going with a tubular handlebar? Is that a K5 exhaust I spotted?
Yes. With the butterfly cut off, and just a tube like fitting, it works well. I had it previously on my 1250 Bandit previously (which I totaled hitting a deer going to Newcombs) kept the pipe. if you can access FB, see photos albums, if you like, to know more about me. who I am. difficult to know who everyone is here on this format. you see. for now the GSXR still has the low bars. too many projects, so little time.
Well said. This bike is the road-going version of an R1, and the performance deal of the century. I’m just grateful it even exists.
That’s better
Agreed. Much better than the last one. Could really use a different headlight cluster. Only grownups can afford bikes like this these days and the light cluster is designed to look like a transformer toy. It’d be nice if that long radiator hose/tube were tucked away, too,
Funny that MD decided to publish a press release for the European MT10 – which hasn’t been introduced in the US – but completely ignored last week’s announcement of the European version of the all-new XSR900, which also has yet to be announced for the US. The XSR also has some new styling elements the crowd here will want to ridicule, and MD is depriving them!
Why always announce in Europe first?
“With over 290,000 sold in Europe, the MT line up has brought a new excitement to the street, and the smaller capacity models have been successful in attracting a whole new generation of people into the world of two wheels.” quoted above, over some period of years, all MT models.
“Less than nine percent of BMW’s unit sales took place in the United States. Ducati sold 19 percent more motorcycles in its home country of Italy than it did in the United States, even though the U.S. population is five and a half times bigger.” From a 2019 report, and US sales are sliding further down.
That answers my question: Why introduce the new bikes in Europe and not in the US? Because Europe and Asia buys vastly more motorcycles than does the US. Bummer. Not doing my part to make motorcycles relevant here.
Meanwhile, used bike sales are just as strong as ever.
I just saw a couple of Honda RC51’s up over $14k (6k miles) and $18k (500 miles) on eBay. Both auctions had an hour or two to go when I saw them. Wished I’d bought the nice one I waved off @ $6.5k a few years back.
Agreed. Many readers of this website have waved off an RC51. And regretted it later. What’s the next RC51?
The new UJM. They all look alike now.
They all looked alike before, too.
“They all look alike now.”…. Huh?
I love it. There might be something in the lengthy specs I didn’t read but I doubt it would be a deal killer. I’ll take the blue.
My son has a 2019 MT 10. He absolutely loves it except for 3 things. The plank for a seat, the 25 mpg if you ride it in any kind of sporting manner, and the small gas tank meaning you have to start looking for gas at 100 miles, and you’d better find it before 130 miles. Fun bike to ride in a sporting manner though and that cross plane motor sounds great.
That’s a tough thing about high-performance engines. They’re terribly inefficient outside of the performance window they’re tuned to run best in. A Honda NC700/750x can get 70mpg+, they’re just not very fast.
lol I know, I bought an NC 750X. Averages 74 mpg. Wind barely blows up your sleeve.
last year on our family’s Men’s Annual Fall Trip there was an MT 10, a T 120 Bonneville, a CB 1100 and 2 NC 750 X’s. He had to wait for everyone on the road and we had to wait for him at every gas station lol
Just what the world needs, another high-tail insectoid-front origami bike.
Hahaha,it’s like you’ve said !!
Yup, similar to the KTM insect line of Xformers.
Hm.
So, in the past, front/headlight models were limited in how aero/light they could be by the space needed to provide sufficient forward illumination.
Now that tech has progressed to where more light can be made using less space and more aero…whey are beginning to resemble nature’s front end designs.
I think I’ve flipped my position on buggy front ends. Maybe they should be even buggier. Or fishier. Or birdier. Or cattier. Cat’s can fit through anything.