Those things were engineered poorly, and no aftermarket trickery is going to vastly improve them. Other bikes might have jerky throttles or dead spots in the power curve. Some bikes come out of the factory with great torque, power, throttle response. "Let's spend a lot of money to build a great bike, then let's spend even more money to ruin it." I can't believe that Yamaha or any other OEM would engineer bikes that way. But that argument assumes that EOM design a badass bike, then hand it over to some compliance wonk and let him fµck it up. The aftermarket doesn't have to follow the same emissions and noise restrictions that the OEM do. If the OEM's army of best and brightest engineers can't optimize the darned thing, why should I believe some guy tinkering in his garage can? I know people swear by aftermarket tuning, but it just doesn't make sense. I'm always skeptical about ECU mods and things like that. I’m envisioning this bike will be a revolving door of different tires to see how they perform on the street and on the track. Technically, removing the cat and replacing it with this midpipe is illegal for use on public roads.Tires The stock airbox and air filter are very efficient already at letting air in, and the exhaust headers and silencer are pretty good at letting air out. Phipps confirmed that the catalytic converter is the big bottleneck when it comes to the MT-10’s airways. And fourth, an aftermarket exhaust is a lot of money for little gain. Third, the sound is still throaty without being obnoxious (from what I can tell on Youtube videos anyway). However, I’m keeping the stock silencer in place for a few reasons: First, this is still a street bike after all. Leo Vince’s cat-delete midpipe frees up the exhaust path, saves a ton of weight, and together with the ECU flash, yields a little more power. The stock catalytic converter keeps much of that sound – and outgoing air – to itself. I said earlier the sound of the crossplane crank captured my heart. Although, if the bike does require any unplanned repairs, that’ll be noted in future installments. But since the MT will be ridden in between other test bikes floating around here at MO, don’t expect to see mega miles or maintenance along the way. And since the bike is predominantly going to be in my hands, it’s going to see a life filled with racetrack miles to go along with the miles spent on the freeway and canyons. I also don’t want to price this thing into the category of some of its European competitors, which in stock form would still be better than the MT anyway. The plan is to put some miles on it, obviously, but also to add some bang-for-the-buck modifications to really extract the most out of it without getting too crazy. I suppose putting it in writing with its own post makes it official. If you bothered to read deep into the comments section of my 2022 Yamaha MT-10 SP First Ride review, you might have seen that I was going to do something like this. Just like that, I dashed away with an MT-10 SP for an indefinite amount of time. “Only if you give it back to us in stock form,” he said. When I asked him how long I could have it, he basically shrugged his shoulders and winked. Long-term test bikes aren’t something we normally do here at, but when Yamaha’s PR guy Gerrad Capley said I could take the MT-10 SP home after the press intro, it was an offer that was hard to resist.
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