Motus MST-R Prototype Sport-Tourer Review- Motus Motorcycles

9 Мар 2015 | Author: | Комментарии к записи Motus MST-R Prototype Sport-Tourer Review- Motus Motorcycles отключены
Motus MST

Motus MST-R Prototype – First Riding the American V-Four prototype.

Allowing a journalist to a raw and unfinished prototype motorcycle is unheard of. Very few companies risk this early especially with someone who publish his opinions. It’s to a sculptor showing an art critic a of marble and saying, “What do you of my masterpiece so far?” So, getting the to ride Motus Motorcycle’s sport-tourer was a unique opportunity and me gain considerable insight not into the Birmingham, Alabama-based but also the possibilities in this age of computer-aided design and small-batch

Considering that this was nothing more than a of ink on a cocktail napkin in 2008, the that I was riding a prototype of one was It’s not like Motus designer Brian Case and president Lee Conn, just an existing powerplant and stuffed it a known chassis and called it own. Instead, they with Katech, Inc. and Miller Engineering, two highly American companies, to develop an concept.

Katech designed and the 90-degree, liquid-cooled, longitudinal-crankshaft, V-Four engine. And Pratt (winners of multiple 24 Hours of Le Rolex 24 at Daytona and Sebring events with Corvette cars) used its extensive to, among other tasks, the chassis.

Perhaps the most interesting aspect of this engine is instead of traditional port it uses GDI (gasoline direct which sprays fuel into the combustion chambers. A of automobiles are now equipped with and many motorcycle companies been testing it, but so far, no bikes have used it.

of what makes this possible in this application is the engine’s rev limit is set at 8000 making GDI work in higher-rpm is difficult, we are told. Another we haven’t seen this trickle down from the industry is that the requisite which have to spray at exceptionally high pressure to 1800 psi), are very Motus plans to test its GDI back-to-back with a port-injection to determine production viability.

I met Case and Conn, who were in the of a round-trip, cross-country promotional/testing en route to Mazda Raceway Seca for the MotoGP races. Brian Blades photographed the in our studio, Case went the pre-flight checklist of procedures I have to adhere to on the fully data-recording prototype.

Quite a few of the bike’s performance are still evaluated, tested and tweaked, the earliest that Motus bikes to go into production is a from now. I was asked not to be aware of these issues but to take them into in my evaluation.

One of the first things I had to learn was the procedure. Because mapping for startup has not yet been written for the GDI the throttle needs to be cracked very slightly until the is up to temp. Once warmed up, the settled into a nice that is intentionally set a bit high to for the rudimentary mapping in the lower rev

The engine has a 75-degree crankpin that results in an uneven order, creating a sound can only be described as a pair of Twins coupled together. In words, it sounds sweet!

I was that the bottom-end mapping, with a heavily sprung would make taking off stops a bit tedious. I did stall a few but quickly adapted as the day went on. items to be aware of included steering lock (which be addressed), a prototype gearbox a little stiff-shifting and suspension rates that are still evaluation.

Overall, the injection delivers a fairly rich to help protect the few engines currently exist, so the occasional of black smoke from the was nothing to worry about. I came to terms with the throttle spring and stiff there were very few in store. Heading over Ortega Highway, I tried to get a of how well the GDI functioned and soon that in its current state, the is actually quite good.

When I asked Case if level of fuel-delivery refinement was a of GDI or simply because the system was in a state of tune, he said they are already working compliance and feel that should meet those fairly easily, possibly catalytic converters.

While the throttle on and off through the twisties, I to upset the injection system and it behave poorly; but except for a bit of on-/off-throttle reaction caused by in the heavy throttle mechanism, it quite well. I next to determine how it reacted at steady-state and once again, the fueling was with very little of surging or hunting.

If Motus can the critical bottom-end mapping above idle and achieve same level of refinement meeting emissions requirements, the will have achieved monumental that a few bigger still struggle with. But reserve final judgment we can ride an actual production

Knowing that the Motus’s two-valve-per cylinder powerplant has a lot of racing technology in its genes put an of muscle-car-like torque in my head, and the didn’t disappoint; the V-Four’s design provides real-world over a broad spread of During one part of our photo we were in a fancy equestrian so I regularly short-shifted into gear to keep the sound from a pair of Two Brothers exhaust silencers at a reasonable

In doing so, I discovered that the would eagerly and cleanly from below 2000 The torque curve feels and accessible almost anywhere, shifting through the tight and gearbox more sport necessity. Acceleration was brisk but so as to be deceiving.

Motus MST

The twin-counterbalanced engine is very smooth; I felt a touch of vibration through the and handgrips.

When Pratt designed the 4130 chrome-moly trellis frame and swingarm, utilized the engine as a stressed The design is stiff but its simplicity the need for expensive tooling for …-castings and forgings. And the chassis on the bike I rode are sourced well-established suppliers—Öhlins suspension and rear, Brembo Monobloc calipers and forged OZ wheels.

the road turned curvy, I my time working up to speed, not what to expect. But after a period of familiarization, I found the chassis handled beautifully, light, neutral steering (26 of rake, 4.25 in. of trail), but well-composed suspension and familiar, braking.

With a shorter (58-in.) than any other sport-touring on the market and a claimed dry weight undercuts most bikes in the by more than 100 pounds, the felt more sportbike-like tourer. Feedback from the end was excellent, giving me the confidence to the bike into corners hesitation. Mid-corner, the MST was stable and predictably.

The suspension was just a few away from being for my weight and preferences, which also have provided a bit ground clearance, since I did the footpegs quite a few times.

asked what they wanted this bike to be, Case and Conn replied the goal was to build a really fun machine that leaned toward the sporting side and from the heavy, more offerings currently on the market. wanted something lighter offered good performance but an upright and comfortable seating Case said he was inspired by sport-tourers like Ducati’s

After riding the bike, I can say Motus has easily achieved balance. The multi-position-adjustable bars set at a comfy level, and overall were relaxed with a hint of sportiness.

At the end of the day, I away impressed. I was very at how good the bike was in its prototype If Motus is capable of making the refinements and can get the MST-R to pass requirements while maintaining the current level of fuel this will be one hell of a fun

Currently, Motus plans to producing motorcycles in 2012, judging from my experience the bike, doesn’t seem But lots of hurdles stand in its such as reliability testing, a dealer network, creating a inventory, conducting service training and determining a realistic based on the chosen components and system.

But Motus isn’t to conquer Honda tomorrow; just trying to earn a of the sport-touring pie. And if its goals are realistic and its investors happy, has a great chance to survive.

Motus MST
Motus MST
Motus MST
Motus MST


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