2022-2023 MT10

2022- 2023 MT10

Flashed by Vcyclenut has purchased a 2023 MT10 to develop flashes and to provide a library of information for owners.

I have flashed 100's of the previous generation MT10's but the 2022/23 is different in some critical ways that make it require new testing data.

The fueling tables have more rows and columns for finer adjustments and the IAP tables are reversed. On the previous generation, zero was to the right & on the new zero is to the left. This makes it impossible to accurately transfer previous tuning data to the new bike.

There are also changes to the intake system.

The new bike has a stock redline of 11,400 vs 11,900.

There are more restrictions in the throttle tables.

The first table is the previous generation Power mode 1 gear 3. You can see from 8000-10000 rpm the bike achieves 100% throttle before the ecu closes the throttle.

The new bike achieves a maximum of 88% throttle and is more restricted through much of the table.

It was a bit surprising after looking at these tables, that Yamaha claims almost 6 more hp out of the new motor, until I dug deeper. One of the places I was able to find significant gains with the older model was ignition timing. Yamaha bucked the trend from their other Euro 5 compliant bikes and actually gave the new bike a more aggressive ignition timing table than the old.

First table is the old bike ignition timing table

Now let's look at the new MT10. You can see at 100% throttle there are several degrees of additional timing compared to the old model at most rpms.

With the different throttle tables, different ignition timing and different fueling tables you get very different shaped power curves when comparing the stock 22-23 mt10 with the previous bikes.

Peak power I actually showed the 6 hp gain claimed by Yamaha with the previously mentioned different shape curve. Once fully tuned I would expect similar shaped power curves with similar peak numbers.

The following chart shows red for the new bike, blue the old. Both bikes in 5th gear.

While doing testing with the stock exhaust I got some sound level readings. I have the meter about 30 feet behind the bike. These are not meant to be any kind of official sound level readings, but they will be able to be used as a reference as I move forward with testing different exhaust set ups.

stock exhaust at idle: 62.4 DB during dyno run : 116.5 DB

With removing the small side fairings off of the bike Yamaha removed the area where the ECU was. It is now inside the tail section and not nearly as easy to remove or to access the tach lead. If you are bringing your bike to be dyno tested. The dyno operator can get a tach signal off of the outside plug, top row, 4th from the end . Orange with a blue stripe.

If you are sending me the ECU I created a tip sheet to help you remove it. It is located in the MT10 specific section of my garage.

MT10 Garage - FLASHED BY VCYCLENUT

Im happy that the exhaust canister on the new bike remains a straight through design, the same as any aftermarket canister. This means a couple things.

1) The flash developed for the stock bike will work perfectly with any aftermarket slip on

2) Adding just a cat eliminator pipe will give the same performance as a full aftermarket cat eliminator system. This offers an incredible value

Before tuning any bike I always block off the AIS system with block off plates to ensure the air fuel measurements are accurate. The other reason to install block off plates is to eliminate the popping and flames on decel after installing a decat pipe. The pops and flames are not bad for the bike but many people do not like them. I created a tip sheet for installing the block off plates and put the sheet in my MT10 specific garage section. On the 2022 and up models the AIS solenoid must remain plugged in for cruise control to work.

MT10 Garage - FLASHED BY VCYCLENUT

I also sell the block off plate kits

FZ/MT10 Vcyclenut Block of Plate Kit

My tuning philosophy is different than most of my competitors in that I do not rely solely on data collected on the dyno. I obviously use a dyno, but for part throttle tuning my main method of data collection is riding the bike on the road. A dyno is very good for larger throttle openings but not for smaller throttle openings or steady speed tuning. This is especially true on inertia dyno's that rely on accelerating a drum. The main reason for this is the lack of load on the dyno. Load changes fueling needs. Collecting data while riding the bike allows me to precisely tune all throttle positions and allows me to test the throttle maps and fine tune them for the feel I am looking for. It also adds time and puts me at the mercy of the weather which can delay my work. This is especially true now that I live in the pacific northwest, but the results are worth it.

I remember the original CBR900 you could put a 6 pack under the back seat in the tail section! There is not enough room on the MT10 to even put 2 small boxes that are about the size of a pack of cigarette's!! So I had to pull an old magnetic tank bag out to put the devices used to collect the data.

After lots of data logging rides on the road and some hours on the dyno, I am ready to release my stock bike/slip on flash!

The result is an extremely smooth powerful motorcycle.

Transition from closed throttle to open throttle is almost seamless with excellent throttle control at all rpm's and throttle positions. This is especially true in power mode 2 & 3.

I kept power mode 1 a bit aggressive, which I find fun when riding in situations that I do not need precise throttle control.

With my flash modes 1-3 all make full power at full throttle with power mode 4 left as stock. The difference in modes 1-3 is the aggressiveness of the throttle. Mode 1 being the most aggressive , 2 less aggressive and 3 even less so. This gives you a power mode for any condition or situation.

The smoothness of both the bike and power delivery is very noticeable over the stock bike. The stock power curve is almost embarrassingly lumpy, especially for a liter bike. There are big dips and holes. The power curve is now much smoother with no big dips. This gives a much smoother delivery which helps coming off corners. The bike is stronger at all rpm's and it is noticeable when twisting the throttle. The combination of smooth yet responsive throttle is the way the bike should have come from the factory.

Below is the dyno run comparing the stock bike (red) to stock bike with my flash (blue). A peak to peak gain of almost 13 hp with an increase in area under the curve that is pretty crazy.