Yamaha MT-03: Yamaha finally launched the MT-03 in India last month at ₹4.60 lakh (ex-showroom), and my wallet practically winced when I heard the number. That’s nearly a lakh more than the KTM 390 Duke and almost double what you’d pay for a Suzuki Gixxer 250. My dealer buddy in Pune claims the steep pricing is due to it being a CBU import, with homologation costs and taxes jacking up the final figure. He’s already had three booking cancellations from riders who got sticker shock when signing the papers. Despite this, the first batch of 250 units reportedly sold out within two weeks – either suggesting strong demand or just very limited supply. The value equation gets even trickier when you consider that for another ₹70,000, you could step up to the fully-faired R3 with essentially identical mechanicals but better wind protection. Yamaha’s playing a dangerous game in a price-sensitive market like ours.
Yamaha MT-03 That 321cc Engine – Small on Paper, Big on Character
After thrashing the MT-03 around Mumbai’s backroads for a week, I can confirm this little parallel twin punches well above its weight class. The 321cc engine makes a modest 42 horses, which doesn’t sound impressive until you experience how it delivers that power. Unlike the manic single-cylinder KTMs that demand constant attention to the tach, this twin pulls smoothly from as low as 3,000 rpm, making city riding surprisingly effortless. The engine note transforms from a civilized purr at low revs to an angry mechanical symphony as you approach the 12,000 rpm redline. One quirk I’ve noticed – the bike runs slightly rough when cold, requiring a good minute of warm-up before it settles into a smooth idle. My mechanic friend claims it’s just “character,” but I suspect it’s more about emissions tuning. Fuel efficiency hovers around 28-30 km/l in mixed riding – decent but not outstanding for the displacement.
Handling Dynamics – The Flickable Urban Weapon
Weighing just 168 kg wet, the MT-03 feels practically telepathic in traffic, changing direction with mere thoughts rather than actual handlebar inputs. The relatively relaxed 25-degree rake angle makes it less twitchy than some competitors, striking that elusive balance between stability and agility. The KYB suspension – 37mm USD forks up front and a preload-adjustable monoshock rear – delivers a surprisingly composed ride over Mumbai’s apocalyptic road surfaces. It’s firm enough for enthusiastic cornering but won’t rattle your fillings loose over minor imperfections. The stock Dunlop Sportmax GPR-300 tires aren’t the grippiest rubber on the market, but provide adequate traction in dry conditions. They do get sketchy when wet though – I had a minor heart attack moment when the rear stepped out slightly during a monsoon downpour. If you’re a particularly aggressive rider, budgeting for a tire upgrade might be worth considering.
Braking Performance – Adequate But Not Outstanding
The single 298mm front disc with a twin-piston caliper gets the job done but lacks the initial bite and outright stopping power of more premium setups. Emergency stops require a firm four-finger squeeze rather than the two-finger dabs that work on higher-spec machines. The 220mm rear disc is actually quite good, providing useful stopping power without locking up too easily. The dual-channel ABS is well-calibrated for Indian conditions, intervening predictably on loose surfaces without being overly intrusive during aggressive street riding. One annoying quirk – the front brake lever isn’t adjustable, which might be problematic for riders with smaller hands. The rear brake pedal also sits slightly higher than ideal, requiring a conscious ankle flex to operate effectively. These are minor gripes that most owners will adapt to quickly, but worth noting for the particularly finicky riders among us.
Comfort Levels – Surprisingly Decent For A Naked Sportbike
The relatively upright riding position strikes a good balance between sporty and practical. The flat handlebar places minimal weight on your wrists during city slogs, while still allowing you to tuck in reasonably well at highway speeds. At 780mm, the seat height is accessible for riders of varying heights – my 5’6″ partner could flat-foot it comfortably. The seat itself is firmer than it looks but provides decent support for 1-2 hour rides. Anything longer and you’ll be squirming to find comfort. Wind protection is predictably minimal, with noticeable buffeting above 100 km/h. The narrow tank makes it easy to grip with your knees during cornering but lacks proper indentations for longer-legged riders. Pillion accommodation is theoretically possible but practically torturous – save your relationships and treat this as a single-seater with an emergency passenger option.
Yamaha MT-03 Styling and Build Quality – Premium Where It Counts
The MT-03 carries Yamaha’s signature “Dark Side of Japan” styling that somehow manages to look aggressive without being cartoonishly over-designed. The twin LED position lights give it a predatory face that turns heads at traffic lights. Build quality feels a notch above most Indian-made motorcycles, with consistent panel gaps, well-finished welds, and switchgear that operates with satisfying tactile feedback. Paint quality is excellent, especially on the Cyan Storm (blue) variant that shows impressive depth under direct sunlight. Some cost-cutting is evident in the basic LCD instrument cluster that looks increasingly dated in an era of TFT displays, and the non-LED turn indicators feel like an afterthought. The exhaust is predictably choked by emissions regulations but has a decent underlying tone that could be substantially improved with an aftermarket system. Just be prepared for your warranty to mysteriously disappear if you go that route.