2020 Yamaha MT-10SP Review

The 2020 Yamaha MT-10SP might not be a new model, but it sits on the brand's streetfighter throne and has a proud lineage that stretches back over the years to litre-class forebears like the FZ1 (or Fazer 1000, as it was known in some markets) of 2001.

It also heads up a seven-strong Yamaha streetfighter range – or 'Maximum Torque' range, in Yamaha-speak – topping a line-up that includes a base-spec MT-10 plus the MT-09SP, MT-09, MT-07HO (High Output), MT-07LA (LAMS) and MT-03.

Unlike its semi-faired ancestors, the MT range is a naked affair, although the MT-10, MT-10SP, and MT-03 do sport small fly screens. The MT-10SP was introduced in 2017 after making an appearance at Germany's Intermot show the previous year, and thus far it hasn't changed since.

The strategy behind the Yamaha MT-10SP is simple: pile on some upgrades, and hope a viable portion of the market is willing to shell out the extra over a standard MT-10 which, to be honest, was itself no slouch.

In this case the extras include Öhlins Electronic Racing Suspension, a uni-directional quick-shifter, a colour TFT instrument display, and a unique 'Silver Blue Carbon' colour scheme. That little lot adds up to a $3200 premium over the standard MT-10, with the 2020 Yamaha MT-10SP priced at $24,349 ride away.

That's top dollar for a Japanese big-bore streetfighter, although Yamaha would be quick to point out that MT-10SP buyers are getting a higher-spec machine for their money. By way of comparison, Kawasaki's Z1000 is priced $15,697, Honda's CB1000R is $19,137, and Suzuki's GSX-S1000 is $15,790. As for the Euros, BMW's S 1000 R is $22,250 and Aprilia's Tuono is $24,690. They're all 'ride away' prices, ex-Melbourne.

It's clear the Yamaha MT-10SP is getting right up there in a fiscal sense, so let's see what it's like on the road…

Related reading:
Yamaha MT-10SP now on sale
Yamaha MT-10 Launch Review
2018 Bikesales Bike of the Year: Yamaha MT-09SP

We spent around 10 days and 800km aboard a Yamaha MT-10SP, living with the bike day in, day out as we battled peak-hour Melbourne traffic and tackled a couple of weekend day rides in the hills. We didn't get a chance to get it to a race track, which is a pity – this thing would be lunacy on wheels on a track, and we only mean that in a glowing sense.

For a start, Yamaha has a superb starting point for the MT-10SP in its litre-class sportsbike, the YZF-R1. The YZF-R1 has been updated for 2020 – look for a full road test on that soon or read our launch review – and while the MT-10SP is based on an earlier iteration, anyone who's ever ridden an R1 at any point will know we're not tip-toeing around the edges here when it comes to performance.

In the MT-10SP's case, we're talking 160hp and 111Nm of torque, from a package weighing in at a svelte 210kg (wet). Granted, that's 40hp down on the current R1 but only one less newton-metre of torque, while the naked is 9kg heavier. Of course, Yamaha has made a range of changes to the crossplane-crank engine in the MT-10SP to enhance its performance at lower engine speeds – the fueling, air intake, forged pistons and so on – so more of its go is available at lower revs.

Even so, we're talking some pretty extreme performance here, in a bike that will hit 130km/h in first gear. There are five more to go and it's geared pretty tall anyway – I rarely went higher than third around town and sixth is largely redundant for road-legal highway speeds. At 100km/h in sixth the engine is pulling 4250rpm, but its performance ceiling is governed more by how well you can hang on rather than outright terminal velocity.

But while those edgy, angular looks may be all 'I'm-gonna-eat-yer-babies' aggression, the reality of the ride position is rather different. With those flat handlebars an easy stretch away and reasonable leg room, it's a relaxed and relatively upright ride position that, when combined with a compliant seat, is perfect for all-day riding.

Even that diminutive headlight cowling and small fly screen come to the party, doing a more effective job of splitting the wind than you might think, and that little bumstop cushion on the seat does help under, shall we say 'brisk', acceleration.

It's a pity then that given the Yamaha MT-10SP's propensity to suck down fuel and its 17-litre tank, it has a safe working range of just 200km around town. I achieved an average of 7.7lt/100km from the MT-10SP, but expect northwards of 8.5lt/100km – and a subsequently shorter range – with enthusiastic use.

And enthusiastic use is really what the Yamaha MT-10SP is all about. You don't go splashing an extra three grand for a wallflower, after all, and this bike really does have the go to match the show.

I took the MT-10SP to some of my favourite local haunts in the hills and it ate up the serpentine tarmac, flicking easily through chicanes and charging hard from corner exits. Despite its sporty geometry (24-degree rake and a compact 1400mm wheelbase) it feels planted and secure right to the edges of its Bridgestone Battlax S20 tyres, which it will invariably devour in short order with liberal throttle use.

I appreciated the versatility of the bike's electronics, even if it's not an entirely intuitive set-up to access its rider assist systems and it takes a little time to familiarise yourself with the menu system.

There's a choice of four ride modes, A through D, which translate roughly as Sports, Standard, Touring and Rain. Each comes with a pre-set level of throttle response, traction control and suspension settings, with three available levels of throttle response ('PWR') and traction control ('TCS') and a range of automatic and manual front and rear rebound and compression settings available for the semi-active suspension, the package comprising a 43mm inverted Öhlins fork and rear Öhlins monoshock.

The ride modes have to be changed while the bike is stationary but the throttle response, traction control and suspension setting can be changed on the fly provided the throttle is shut. Oh, and the traction control can be switched off entirely, if you want, although those fond of circus tricks will be pleased to hear the MT-10SP will still lift a front wheel in the lower traction-control settings.

The throttle response is rather savage on its sharpest setting and decidedly crisp on its mid setting – for getting around town I settled on the softest setting to keep things nice and smooth. Oh, and in an age where speeding fines are all too easy to incur, I appreciated the MT-10SP's electronic cruise control.

The suspension on the standard MT-10 is pretty harsh and the Öhlins package represents a nice step up. It's still pretty darn firm on the two pre-programmed automatic suspension settings but you can tailor the damping settings in seconds to soften things up for less frenetic riding, with up to three custom settings available at your fingertips.

Still, even as a three-year-old bike the MT-10SP is starting to show its age in some respects – there's no launch control or wheelie control, and it only comes with standard ABS and traction control, ie not cornering ABS.

The TFT display, while attractive and functional (we particularly like the track mode with lap timer and how the tacho bar changes colour the closer you get to redline), is on the small side. I found things like the clock and the trip info a little too small to read easily (or maybe that's just my middle-aged eyes!).

But the quick-shifter (upshifts only) works beautifully when used in anger, the shifts complemented by a stirring change of note from the exhaust pipe. The acceleration from a standing start is intense and banging up through the 'box as the speedo numbers blur is thoroughly addictive.

The gearbox is a slick unit in general – I never experienced a single false neutral or missed shift – but the brakes, while impressively strong and delivering an excellent level of feel, just can't quite match the feedback delivered by the latest Brembo Stylema stoppers, which I sampled recently aboard the new KTM 1290 Super Duke R and Triumph Rocket 3.

As for niggles, the clutch cable gets in the way of the ignition and first gear is sufficiently tall that really low-speed work in heavy traffic invariably requires some feathering of the clutch. And in that scenario, the engine pumps out a fair bit of heat – you'll certainly notice it on hotter days if you're wearing jeans. But really, the biggest drawback to the Yamaha MT-10SP for me is that limited fuel range. I'd like to spend a bit more time actually riding it, and less time hunting for a servo.

I really enjoyed my time aboard Yamaha's MT-10SP but I have to say my licence was cowering in my wallet the whole time. This bike will keep pace with the superbike set without a worry but, like on any litre-class supersport bike, you'll need to keep a keen eye on the speedo on public roads, to avoid making unwanted pals in maximum security…

To that end, I'd probably only buy the Yamaha MT-10SP over the standard MT-10 if track days are a high priority – that's where this missile of a machine will shine brightest. If you're heart is set on a Japanese in-line four streetfighter the Yamaha MT-10SP will enthrall, but if the budget doesn't stretch that far there are several other worthy entrants on offer in this niche, and some that go for appreciably less.

ENGINE
Type: Liquid-cooled, four-stroke, DOHC, 16-valve four-cylinder
Capacity: 998cc
Bore x stroke: 79.0mm x 50.9mm
Compression ratio: 12.0:1
Engine management: Electronic fuel injection

PERFORMANCE
Claimed maximum power: 160.4hp (118kW) at 11,500rpm
Claimed maximum torque: 111Nm at 9000rpm

TRANSMISSION
Type: Six speed
Final drive: Chain
Clutch: Wet, multiplate

CHASSIS AND RUNNING GEAR
Frame: Aluminium Deltabox
Front suspension: Öhlins Electronic Racing Suspension, 43mm upside-down fork, fully adjustable
Rear suspension: Öhlins Electronic Racing Suspension, monoshock, fully adjustable
Front brakes: 320mm discs with four-piston radial calipers
Rear brake: 220mm disc with twin-piston caliper
Tyres: Bridgestone Battlax S20; front 120/70 ZR17, rear 190/55 ZR17

DIMENSIONS AND CAPACITIES
Rake: 24 degrees
Trail: 102mm
Claimed kerb weight: 210kg
Seat height: 825mm
Ground clearance: 130mm
Wheelbase: 1400mm
Fuel capacity: 17 litres

OTHER STUFF
Price: $24,349 ride away
Colour: Silver Blue Carbon
Test bike supplied by: Yamaha Motor Australia
Warranty: 24 months, unlimited kilometres