Yamaha MT-10 1000 2025 — Specifications

Who would have thought Yamaha would let its most aggressive roadster die on European soil? The 2025 Yamaha MT-10 1000, in its glacial white "Ice Storm" livery, is taking its final bow on the Old Continent due to a failure to meet Euro5+ compliance. A brutal decision, almost incomprehensible, while the competition is sharpening its weapons. Honda is arriving with its tightly priced CB1000 Hornet, Triumph keeps the pressure on with the Speed Triple 1200 RS, Aprilia continues to make its Tuono V4 sing, and BMW is refining its S 1000 R. The timing is cruel for Iwata. One can only hope this absence is merely a hiatus, and that a successor will quickly emerge to defend the tuning fork brand's colors in the hypernaked segment.

Before disappearing from dealerships, this MT-10 had nonetheless received a serious rejuvenation. The 998 cc crossplane inline four-cylinder, a direct legacy of the R1, produces 165.9 horsepower at 11,500 rpm and 111.8 Nm of torque at 9,000 rpm. How much horsepower does the 2025 Yamaha MT-10 1000 have, exactly? Nearly six more than the previous generation, with reinforced torque in the midrange between 4,000 and 8,000 rpm. The result translates into sharper acceleration at mid-rev, right where you actually ride on a daily basis. The crossplane retains its unique acoustic signature, that irregular, raspy rumble that nobody else offers in the category, amplified by a redesigned titanium exhaust system and reworked intake tract.

On the styling front, the MT-10 has traded its angular lines and hatchet-cut radiator scoops for a more organic, more fluid design. The front end retains its predatory gaze — R1 headlights topped by slender LED running lights — but the overall package gains coherence. The tank, the side panels, the tail: everything has been smoothed out without losing the menacing character that defines the machine's identity. It remains ugly to some, magnetic to others. That is precisely what makes it endearing.

The chassis relies on a perimeter aluminum frame derived from the supersport, a fully adjustable 43 mm KYB inverted fork, and a matching rear shock. Both offer 120 mm of travel. Two 320 mm front discs clamped by four-piston radial calipers, a Brembo radial master cylinder with a separate reservoir, and a 220 mm rear disc: the braking is designed to match the 212 kg wet weight. The compact 1,405 mm wheelbase and the long aluminum swingarm promise surprising agility for a machine of this size. The seat perched at 835 mm and the 17-liter tank complete a package built to devour roads with gusto, capable of reaching 250 km/h. The electronics have taken a considerable leap forward: a 4.2-inch color TFT display (a bit stingy compared to the competition), a six-axis inertial measurement unit, four power modes, lean-sensitive traction control, anti-wheelie, engine brake management, cornering ABS, and a YRC system that oversees everything through four customizable riding profiles. The six-speed gearbox comes with a bidirectional quickshifter, and cruise control makes long trips easier.

The power of the 2025 Yamaha MT-10 1000 places it against formidable rivals. Its price of 15,599 euros positions it at the upper end of the segment, noticeably above the MT-10 1000's launch price of around 12,990 euros in its early years. Against a Honda CB1000 Hornet positioned lower or a BMW S 1000 R offering semi-active suspension as an option, the value proposition is debatable. But no competitor offers this crossplane engine, this raw personality, this blend of electronic sophistication and visceral character. The MT-10 is aimed at experienced riders who want a powerful roadster capable of city riding, stringing corners together on the open road, and expressing itself on track during a track day. Its disappearance from the European catalog leaves a void that nobody truly fills. Yamaha had better come back quickly.