Yamaha FZ-10-SP
Yamaha FZ-10-SP | |
Manufacturer | |
---|---|
Production | 2017 - 18 |
Engine | Four stroke, Transverse four cyclinder, DOHC, 4 valves per cylinder. |
Compression ratio | 12.0:1 |
Ignition | Digital TCI |
Transmission | Constant Mesh, 6-speed |
Frame | Aluminum Deltabox |
Suspension | Front: 43mm Telescopic Ohlins forks Rear: Ohlins , Swingarm, link suspension |
Brakes | Front: 2x 320 mm hydraulic discs Rear: Single 220 mmhydraulic disc |
Front Tire | 120/70 ZR17 M/C (58W) |
Rear Tire | 190/55 ZR17 M/C (75W) |
Wheelbase | 1400 mm / 55.1 in |
Seat Height | 825 mm / 32.4 in |
Weight | 210 kg / 462.9 lbs (wet) |
Oil Capacity | 3.9 Liters |
Recommended Oil | Yamalube 10w-40 |
Fuel Capacity | 17 Liters / 4.5 US gal |
Manuals | Service Manual |
Engine[edit | edit source]
The engine was a Liquid cooled cooled Four stroke, Transverse four cyclinder, DOHC, 4 valves per cylinder.. The engine featured a 12.0:1 compression ratio.
Drive[edit | edit source]
Power was moderated via the Wet, Multiple Disc.
Chassis[edit | edit source]
It came with a 120/70 ZR17 M/C (58W) front tire and a 190/55 ZR17 M/C (75W) rear tire. Stopping was achieved via 2x 320 mm hydraulic discs in the front and a Single 220 mmhydraulic disc in the rear. The front suspension was a 43mm Telescopic Ohlins forks while the rear was equipped with a Ohlins , Swingarm, link suspension. The FZ-10-SP was fitted with a 17 Liters / 4.5 US gal fuel tank. The wheelbase was 1400 mm / 55.1 in long.
Photos[edit | edit source]
Overview[edit | edit source]
Yamaha MT-10-SP
The changes on the Yamaha MT-10 SP model is the fitment of Ohlins electronic racing suspension, an assist and slipper clutch, traction control system, quick shifter, a full color TFT instrument panel (Yamaha call it a Thin Film Transistor) and a special racing color scheme. The 998cc Yamahas high-tech suspension uses a Suspension Control Unit (SCU) which analyses data from a series of sensors which allow the suspension to react to the riding conditions, which the company claims offers an optimal set-up at all times. The Silver Blue Carbon color scheme is your only option on the SP model, while the MT-10 itself gets a few tweaks for 2017. The updated version features a new quick shifter as standard allowing clutchless upshifts. It also has had revised engine mapping offering smoother throttle characteristics tight through the already mighty rev range
Review
In the shimmering sunlight of Cape Town its that paintjob
that strikes you first, clearly redolent of the firms
range-topping superbike; blue wheels, silver and blue paint and
flashes of gold from the Öhlins Electronic Racing Suspension all
make for an attractive and aggressive stance.
The entire MT range has been a huge success story for Yamaha
since the range was launched, with the MT-09, in 2013. Yamahas
Hyper Naked MT-10 followed in 2016, and has not only been a sale
success story, but was voted MCNs Naked (Unlimited) Bike of the
Year 2016: the first sharp toothed super-naked to leave Japan
for some time. And now Yamaha have gone one step further and
raised their game yet again with the new MT-10SP.
The ingredients are simple; take all the excellent qualities
of the award-winning MT-10 and add the clever semi-active Öhlins
Electronic Racing Suspension from the R1M, plus full-color TFT
clocks like the R1M, and top it all off with a paintjob that
looks just like the you guessed it R1M. And hey-presto,
youve got an MT-10SP.
Look closer and the new full color TFT dash is both more
informative and easier on the eye, and gives the SP a
high-quality feel. The switchgear is now R1M-like to work with
the new dash, which means you get the small mode wheel on the
right bar, too. It looks striking, and is distinctive from the
standard model, but I was hoping for a little more bling on the
SP maybe a dash of carbon?
Yamaha have left the Tens R1-derived cross-plane engine
alone, meaning its identical to the standard models, delivering
the same smooth 160bhp and 81.87ftlb torque. It didnt need
changing; its a gem; one of the finest engines on the market.
The crossplane motor makes so much sense on the road, its so
usable, and its backed up by a lovely soundtrack.
The rider aids are also identical to the standard MT-10, this
means conventional ABS and traction control there isnt slide
control or cornering ABS. But, while the traction control might
be considered basic, but its excellent in use, and developed
using information thats filtered down from Yamahas MotoGP. The
TC can be changed on the move, and deactivated at a standstill.
But Im unsure why youd ever want to switch the TCS off as its
not intrusive in any way you can even pull effortless wheelies
with the TC still engaged. While we are talking wheelies, they
may be immature and illegal but the MT-10 is one of the best
wheelie bikes on the market, it feels s natural on one wheel as
it does on two.
The big difference between the MT-10 and SP is obviously the
suspension. Its now controlled by Öhlins semi-active system,
which enables you to change the suspension on the move
(compression and rebound only) while the suspension constantly
reacts to road imperfections as you glide imperiously over them.
There are two semi-active modes, A1 and A2, plus three manual
modes. In the manual modes the suspension isnt active but you
can change the settings electronically. Semi-active A1 is the
sportier of the two options.
On the roads around Cape Town I spent 90% of the time in the
softer A2 suspension mode. The A2 mode copes with the bumps
better, and is a little plusher, but still sporty. The A1 mode
is noticeably firmer and that meant that on the bumpy South
African roads I found it a little harsh, and too jarring for my
personal taste. However, as soon as the road turned race track
smooth I was quickly back into the A1 sporty mode, all done on
the fly, and revelling in the control.
You dont have to stick with the saved semi-active suspension
settings; you can personalise the settings according to how you
ride, and the roads you frequent. For example you can soften the
sporty A1 suspension settings if you primarily ride on the road,
or go the other way and only use the A1 settings for trackdays.
Or you can change the A2 semi active settings to create your own
soft comfort set up for the motorway or city commuting.
The semi-active suspension is impressive, you can feel the
difference between the SP and the standard MT, its always
working overtime, reducing fork dive or rear squat, dependant on
your pre-set mode and inputs. Stability is excellent, especially
on the brakes, and despite the semi-active suspension always
adapting, theres still feeling from both ends which is
sometimes an issue with semi-active systems. It increases
confidence, especially on roads which are constantly changing in
surface and quality. My only slight niggle is the standard S20
Bridgestone tires. They are perfectly adequate but on the
pricier, sporty R1M inspired SP model I was expecting something
a little more serious, possibly even track-focused.
You can also personalise the power and traction modes. For
example, in mode B you can have the power set to 2 (PWR)
traction set to 2 (TCS) and the suspension set at A2 the road
setting. Then in mode A you can have a quicker throttle response
PWR set to 1, less traction TCS set to 1 and firmer sportier
suspension A1. Or alternatively simply use Yamaha default
settings.
The only problem with the new SP is the standard MT-10. Its
already a versatile and easy to ride bike, capable of commuting
all week then either turns into a wheelie-addicted track hack at
the weekend, or maybe an oddly capable tourer. The SP adds way
more scope and range to the standard MT-10, but the stumbling
block is its not like the MT-10 was a one trick pony to start
with.
MCN Verdict
The semi-active suspension gives you more scope, makes the MT
easier to personalise and set up for your way of riding on the
type of roads you ride. The color TFT clocks, new switchgear
and R1M like colors give a feeling of sophistication and
quality; the colors and styling also get the thumbs-up. The
award-winning MT-10 is an excellent bike, and now Yamaha have
moved the game forward, improved the dominant MT-10 further
which must feel like a kick in the teeth for the competition.
But Yamahas biggest competition is their own standard MT-10,
its £2600 cheaper and almost equally brilliant.
Source
Make Model | Yamaha MT-10SP |
---|---|
Year | 2017 - 18 |
Engine Type | Four stroke, Transverse four cyclinder, DOHC, 4 valves per cylinder. |
Displacement | 998 cc / 60.9 cu-in |
Bore X Stroke | 79.0 x 50.9 mm |
Cooling System | Liquid cooled |
Compression | 12.0:1 |
Lubrication | Wet sump |
Oil Capacity | 3.9 Liters |
Induction | Fuel Injection |
Ignition | Digital TCI |
Starting | Electric |
Max Power | 118.0 kW / 160.4 hp @ 11500 rpm |
Max Torque | 111.0 Nm / 11.3 kg-m @ 9000 rpm |
Clutch | Wet, Multiple Disc |
Transmission | Constant Mesh, 6-speed |
Final Drive | Chain |
Co2 Emission | 185 g/km |
Frame | Aluminum Deltabox |
Front Suspension | 43mm Telescopic Ohlins forks |
Front Wheel Travel | 120 mm / 4.7 in |
Rear Suspension | Ohlins , Swingarm, link suspension |
Rear Wheel Travel | 120 mm / 4.7 in |
Front Brakes | 2x 320 mm hydraulic discs |
Rear Brakes | Single 220 mmhydraulic disc |
Front Tire | 120/70 ZR17 M/C (58W) |
Rear Tire | 190/55 ZR17 M/C (75W) |
Rake | 24° |
Trail | 102 mm / 4.0 in |
Dimensions | Length 2096 mm / 82.5 in Width 800 mm / 31.4 in Height 1110 mm / 43.7 in |
Wheelbase | 1400 mm / 55.1 in |
Seat Height | 825 mm / 32.4 in |
Ground Clearance | 130 mm / 5.1 in |
Wet Weight | 210 kg / 462.9 lbs |
Fuel Capacity | 17 Liters / 4.5 US gal |