2022 Yamaha MT-10 Review

Yamaha has updated its liter-class MT-10, its top-of-the-range Masters of Torque-series naked bike, for 2022. It’s now even more a streetbike designed for sport-riding enthusiasts who want their superbike-level performance in a comfortable upright ergonomics package.

Editor’s note: We have reported on the new and improved MT-10 during the 2022 Yamaha MT-10 First Look Preview and 2022 Yamaha MT-10 First Ride Review articles. Additionally read about its predecessor in the 2020 Yamaha MT-10 MC Commute Review article and video.

The new styling is of course what’s noticed first, and we like the updated shape of the body panels in general and the front end in particular, where the LED running lights give it a sort of Transformer-ish look. The MT-10 certainly follows the motif of Yamaha’s YZF lineup, a feel that extends from styling to its sporting character and now, even its sound.

New air exit vents atop the 4.5-gallon fuel tank direct the motor’s induction roar back toward the rider, giving the engine note a surround-sound feel and more sonic presence than a YZF-R1 superbike. The engine and exhaust notes are in another league and give the European naked bike competition a serious run for their money. Good job, Yamaha Motor.

And as for the motor, it’s Yamaha’s tried-and-true 998cc inline-four from the 2015-generation YZF-R1. The engine benefits from the Tuning Fork brand’s crossplane engine technology, giving the bike feel between that of an old-school V-twin sportbike and a high-revving inline-four, with a character and sound that’s exclusive to Yamaha.

Over the years, this bike has become one of our favorites. It has good feel at the business end of the Bridgestone Battlax S22 tire and is very playful. The implementation of the YZF-R1′s IMU and electronics takes this naked into the modern era. Specifically, the MT-10 inherits four-way adjustable combined engine power and throttle response modes. It also benefits from wheelie control, known as lift control by Yamaha Motor. Slide control expands on traction control by metering power based on vehicle yaw, which is basically how sideways a vehicle gets; you can see how that’d be helpful.

Take power sliding, for example; when doing so, the electronics allow a certain amount of sliding in the yaw axis when the rider holds the throttle wide on the racetrack. It’s neat that Yamaha fit its high-end electronics package on its MT-10, but realistically, this feature is more oriented for circuit riders. If you’re a street rider, you’re going to be hard pressed to ride this bike hard enough to engage the electronics on the street, especially at a sane pace.

Compared to the R1, Yamaha’s MT-10 is far more comfortable for day-to-day riding. The handlebar is nice and upright, though it makes for more sporty ergonomics than the MT-07 and MT-09. Yet the ergonomics package isn’t too aggressive. Most riders will be able to spend a seven-hour day in the saddle without their wrists and knees screaming in agony.

That said, the MT is outfitted with the YZF-R1′s chassis and suspension. The handling on this bike is exquisite. It gained four pounds versus its predecessor, but you’ll never feel the minimal extra weight. This bike is very maneuverable, easy to put where you want, and it’s stable to boot. The suspension has a good combination of road holding and compliance over bumps. It’s not going to ride quite as nicely over the rough stuff as the squishy MT-09, but this model is all about handling precision for riders who like to ride truly fast.

With that in mind, we’re happy Yamaha upgraded the front brake master cylinder with a Brembo-sourced radial unit that gives exquisite brake feel at the front lever. The rear master cylinder is also a new Brembo, giving copious rear end brake feel. Furthermore, adjustable mode ABS, which Yamaha calls Brake Control, is now standard on this MT. The least aggressive setting (BC 2) has lean-based cornering ABS; however, the more aggressive setup (BC 1) disables lean-sensitive ABS braking. More aggressive riders or those riding at the track should select BC 1. Still, the ABS programming is very conservative compared to that on the European brands. For our part, we wish Yamaha would go more aggressive with its ABS programming, allowing us to use the brakes much harder without having to worry about the system intervening or kicking back at the lever.

We also appreciate Yamaha stepping it up in the creature comforts department. The nice TFT color display is an improvement over the previous LCD version, although it’s an old design. Yamaha has been using this dash display for seven years now and it’s a tad small. The switch gear for the interface is hokeypokey too. We’ve written about this many times in other recent contemporary Yamaha streetbike reviews, and our feelings here are the same: Please, Yamaha, fit a larger color TFT display on these vehicles and improve the feel of the scroll wheel. We’re not mad, just disappointed. And please note that we do love the returning 12-volt power port and the max speed limiter function update to the cruise control.

If you’re an existing MT-10 owner, is the ‘22 version worth the extra $1,000 MSRP over its predecessor? We don’t think so. It doesn’t offer enough in terms of performance, handling, or creature comfort upgrades to justify replacing. But MT-07, MT-09, and MT-09-SP riders who want a motorcycle with added handling pedigree should definitely add the 2022 MT-10 to their shopping list.

Helmet: Arai Signet-X

Jacket: Dainese Sevilla Air

Pant: Dainese Tex

Gloves: Racer Guide

Boots: TCX Rush 2 Air