The Motus MST-R is an American hot rod. Its push-rod “baby block” motor hearkens back to the days of monster V-8 Cobras, GTOs, Trans Ams, Z-28s and Dodge Chargers. Badass. The Motus also hints at the exotica of a Ferrari with its high-end components and sophisticated styling.
The centerpiece of the Motus is the 1655cc longitudinal V-4. Firing up the Motus is like awakening an angry beast. The mechanical raucousness from the push-rod motor is a bit unsettling until you realize that it’s supposed to sound that way. Jokes about needing to add more oil should be expected. The racket smooths out significantly once underway and transitions to a song of badassness coming from the carbon-fiber exhaust.
The motor is well controlled but is also kind of a brute at the same time. The combination of mechanical sensations and gobs of torque make this a bike that gets attention.
With a claimed 180hp and 120 ft lbs, power is plentiful (the regular MST makes 165hp). Acceleration is less urgent than a pure sports bike, like an R1, but the Motus sure can get up and go. And the always-available torque means it pulls like a freight train.
180-ish horsepower can be intimidating, but the Motus delivers the power in a controlled manner and right from the bottom of the rev range. Rev it to the 8,000rpm redline (push-rods limit RPM) and the landscape rushes by with immediacy.
Thankfully, the bike can also lope along at legal speeds. It just doesn’t really like to. The fueling is fine, but I suspect it is the motor that causes the bike to surge at steady low-range RPM where it hunts for a calm and steady pace. Get on the gas and the motor is happier, just keep an eye out for the authorities.
The Ride-by-Wire throttle meets modern standards and is easy enough to control, but there is a slight amount of surging that is reminiscent of a system that is not 100% sorted. Like many OEM FI systems, a bit of re-mapping may smooth things out. That said, the bike is controllable enough to make tight parking lot maneuvers, but it takes some extra skill to do it smoothly.
These days, we expect electronic nannys on our premium bikes, but the Motus does not have Traction Control or ABS. Next year, I’m told.
The 6-speed (with overdrive) tranny is kinda industrial. It reminds me of transmissions found on big cruisers. Clutchless upshifts are possible, but not recommended. The clutch is easy to control when leaving from a stop and I never missed a gear, so it’s all good. Finding neutral is a chore, though. The full color LCD instrument cluster includes a helpful gear indicator.
It puzzles me when a bike ships with the best available shock and fork components, but is not set up very well. This is the case of the Motus. The fully adjustable Ohlins TTX36 and NIX30 forks will allow the right settings after some fiddling.
Jim Hamlin of Hamlin Cycles noted that the shock spring rate is also too soft for most riders. The resulting low rear ride height causes some awkward handling characteristics and hinders feedback, making me apprehensive to push it too much.
The bike turns in fine, feels reasonably neutral mid corner, and is stable. Like the motor, the suspension works best when is being worked hard. But, that’s when the too-light rebound damping showed its head. Four clicks of added rebound damping put it in the ballpark, but more tweaks will be necessary to get this sorted.
The forks seemed fine, so I’d concentrate on getting the shock set up first.
The MST-R comes with a Sargent seat. It’s supportive enough around the sit bone area, but becomes too narrow at the front. I give it a 5 out of 10.
The windscreen is adjustable, but the stock touring screen that is fitted on this bike created a lot of wind noise at the taller setting. Apparently, the sport screen is the same height, so I don’t see that as a solution. I hear some riders have cut down the stock screen to try and get the wind to hit closer to shoulder height. Your results may vary.
This particular bike was fitted with adjustable Heli-bars. They reach back toward the rider and feel like ape-hangers to me. I would opt for a more direct connection to the bike and a position that is lower and more forward.
You’ll may want to buy some asbestos-lined riding pants, because the engine heat is pretty intense.
Brembo makes top shelf braking components that offer good feel and controlled power delivery. They are not overly powerful, which suits the task of this bike. The rear brake is controllable and well placed. But, no ABS. Really?
I was grateful to my student John for letting me take his ultra-cool sport tourer out for a spin. The bike reminds me of an angry Moto Guzzi. The transverse motor rocks side-to-side when you blip the throttle at a standstill and the chassis has that lazy, yet sporty feel to it, like a Norge.
So, who would love this bike? I’d say it is someone who wants a unique experience over refinement. Those who love visceral feedback and a bully-like sound from their machines will be happy. Honda ST riders will likely not be able to get past the relative coarseness.
The Motus is a tough guy, but is not an unshaven bully who hangs out in dark bars. Instead, it’s more like a well-dressed mobster who is polite and charming. It’s just the thing for those who like living large and don’t mind some rough edges.
At over $30k the Motus is expensive. It performs well, but is a bike that takes getting used to…like so many things worth owning. Is it worth the money? For a lot of folks, it is. It would be a tough sell for a frugal Yankee like me.
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