2022 Yamaha MT-10 review: V-twin-meets-V4 cacophony that sounds like a MotoGP weapon at full noise

A stubbier new subframe aside, its cast ali frame remains unchanged, as does its fully adjustable KYB suspension, but forks have firmer damping settings.

A 3mm longer rear spring and taller-profile rear Bridgestone S22 (up from 50 to 55 section) pushes more weight over the front wheel and raises the seat by 10mm to 835mm.

The MT-10 will happily rail through corners but there’s little feel for what’s going on through the forks and brakes (even with its new Brembo master cylinder), compared tactile, Euro super naked front ends. Weight increases from 210kg to 212kg, thanks to two extra catalysts (it now has four).

Yamaha says the MT-10’s new, full titanium exhaust system is fruiter than before and it does sound delicious, but it’s still quiet, because it has to be nowadays. Instead, they’ve worked on playing tunes with induction noise.

A new airbox has three varying length and diameter intake ducts, designed to resonate at different frequencies as the engine spins harder.

Additionally, there are now two large vents into the top of the tank cover to amplify the crossplane crank motor’s deep, Barry White yowl at full throttle – a unique V-twin-meets-V4 cacophony that sounds like a YZR-M1 MotoGP weapon at full noise.

Power increases from 158bhp to 164bhp and torque from 81.9lb-ft to 82.6lb-ft. Crucially, there’s more oomph in the midrange, thanks to new mapping and steel, instead of titanium conrods (more inertia, less cost).

It’s still no 200bhp-plus monster, but it’s all the better for it. Instead, it delivers the kind of thrust between 4000-8000rpm that feels more like an earth-moving big-bore V-twin than an inline four, which is what makes it so thrilling on the road, although the throttle response can be aggressive at town speeds.

Gearing is longer by a tooth (now 42) to improve fuel economy, but its claimed 41mpg still isn’t great.

It might not have the exquisite detailing of its more expensive rivals, but the Yamaha MT-10 is robustly built. Owners’ reviews for the out-going MT-10 (which is essentially the same as the 2022 model) are glowing and there are no major problems to look out for.

For the 2022 bike, our Yamaha MT-10 owners' reviews show nothing concerning from a reliability standpoint. It gets the full five stars as of February 2024.

Thanks to the magic of its crossplane crank engine the MT-10 is right up there with its far pricier European super nakeds, when it comes to attitude and wheelie-toting fun, but it’s more expensive than its Japanese rivals: the Honda CB1000R and Suzuki GSX-S1000.

It does weigh in cheaper than the Ducati Streetfighter V4 and the BMW S1000R, though.

Twin test: Yamaha MT-10 vs Aprilia Tuono V4 1100

First published in MCN by Jon Urry on June 22, 2022

The MT-10 and Tuono V4 are both fantastic super-nakeds that can not only be absolutely ballistic but also remarkably docile and practical. But at the end of the MCN250, the Yamaha MT-10 edged it. Bruce said he’d pick the Yamaha because of the Aprilia’s less extensive dealer network and also the drop in residual values. He loved the way the Tuono rides, but prefers the confidence going with a brand like Yamaha would give him. I’d pick the Yamaha as well, just because I prefer its slightly more relaxed nature.

The Tuono has a more aggressive edge than the MT-10 and is smaller, sharperhandling and a touch wilder when you stoke its fire. Again, these aren’t bad attributes, I just like the MT-10’s more refined and slightly more subdued overall feel as well as its roomier riding position for my six-foot plus frame.

Again, a decision that is very much personal choice and not at all based on the Tuono being inferior in any way, shape or form. There again, if I was looking at taking it on a trackday as well as riding on the road, I’d buy the Aprilia as it is the more capable machine when pushed towards its limits.

At the end of the day, whichever you buy you won’t be disappointed – super-naked machines are truly where it is at!

Yamaha have kept its divisive, arachnid styling. Bodywork is paired to the bone (so you’re ultra-exposed at motorway speeds) with radiator shrouds removed to expose more of the frame.

The tank is now smoother and the seat firmer for added feel, but its roomy, supermoto-like riding position remains. New LED headlights are shrouded by more faired-in plastics and remodelled air-intakes.

Wheels are lighter, although it’s hard to feel much of a difference and they’re fitted with side valves for easy access. 2022 colours: grey, blue and black.

For the first time the MT-10 has a six-axis IMU for traction, slide control and engine braking control, cornering ABS and anti-wheelie.

There are four power maps and modes with rider aids that can all be mixed, matched or turned off, letting you enjoy the Yamaha’s naughty side and that’s a good thing because the MT-10 is still one of the easiest motorcycles to wheelie on the planet.

It also has cruise control, a speed limiter and a up/down quickshifter. A 4.2in colour TFT replaces the old LCD dash but isn’t as all-singing as its European rivals and lacks connectivity.

As with previous generations of MT-10 there's a long list of accessories to choose from including Akrapovic exhausts, tank protectors, comfort seat, hard luggage, crash protection and loads more besides. You can also choose from a sport or touring pack to get a job-lot of options at once.