Yamaha MT-10 1000 2024 — Specifications

Who can boast of riding with a crossplane engine beneath them without suiting up in racing leathers? Yamaha MT-10 owners, and no one else. Since 2016, this 998 cc inline four-cylinder with an offset crankshaft has remained an anomaly in the roadster market. A raspy exhaust note, a one-of-a-kind engine character, and that unique way of delivering its 111.8 Nm of torque that makes every re-acceleration out of a corner almost addictive. For 2024, Yamaha went back to the drawing board. Power on the Yamaha MT-10 1000 2024 climbs to 165.9 hp at 11,500 rpm, up from 160 previously. The gain looks modest on paper, but it's mainly the mid-range filling between 4,000 and 8,000 rpm that changes the game in everyday riding. The engine breathes better thanks to a revised intake and a redesigned titanium exhaust system. The sound, more pronounced, serves as a reminder with every climb through the rev range that the R1 is never far away.

On the styling front, the MT-10 sheds its angular manga-robot shapes in favor of a more organic design, in line with the MT-07 and MT-09. The sharp-edged radiator scoops are gone, the tank blends more seamlessly into the overall silhouette, and the front end maintains a menacing look without veering into caricature. The Cyan Storm colorway goes all-in on intimidation. Love it or hate it, this bike leaves no one indifferent. The aluminum perimeter frame, carried directly over from the R1, retains a 1,405 mm wheelbase — remarkably compact for a machine of this size. The 43 mm KYB inverted fork and the rear monoshock, both fully adjustable, offer 120 mm of travel. Two 320 mm discs clamped by four-piston radial-mount calipers up front, a Brembo radial master cylinder with a separate reservoir: braking gains in bite and feel. The wet weight of 212 kg remains contained for a roadster of this displacement. The seat, set at 835 mm, has been reworked for greater comfort, and the riding position aims to be less aggressive than before.

The electronics take a considerable leap forward. Where the previous version made do with an LCD screen and three riding modes, the 2024 MT-10 inherits a 4.2-inch color TFT display. It's decent, but a Kawasaki Z 650 already matches it in screen size, and segment rivals generally offer 5-inch units. The content, however, is packed: six-axis inertial measurement unit, lean-angle-sensitive traction control, slide control, two-level engine brake management, anti-wheelie, cornering ABS, a bi-directional quickshifter, and four customizable riding modes via the YRC system. Four throttle response maps round out the package, from an aggressive track mode to a heavily filtered rain mode. You get the equipment level of a full-blown sportbike, transplanted onto a roadster.

The price of the Yamaha MT-10 1000 2024 in France is set at 15,999 euros. It's a coherent positioning against the Triumph Speed Triple 1200 RS, the Aprilia Tuono V4, and the BMW S 1000 R — its three natural rivals. Each has its own strengths: the devastating torque of the Aprilia V4, the Germanic versatility of the BMW, the steely character of the Triumph triple. Yamaha plays its hand with that unique crossplane, a chassis of formidable precision, and an electronics package now up to par. It's aimed at experienced riders who want supersport sensations in a livable riding posture, capable of stringing together mountain switchbacks in the morning and slicing through city traffic in the afternoon. The MT-10 isn't the most refined of the bunch, but it possesses a character that its competitors struggle to match. For 2025, power on the Yamaha MT-10 1000 should stay in the same ballpark, and the price shouldn't skyrocket. A safe bet in the hypernaked segment — provided you can accept its volcanic temperament.