Ride Review: 2014 Motus MST

2014 Motus MST Test Ride @ Noble Rush, Redmond, Wa

Well, it finally happened…we actually got to ride a Motus MST (there is also a high performance MST-R model w/180 hp & full Ohlins Suspension) & it turned out to be the same blue bike that cos' Pat 1st saw 2 yrs ago at Hinshaw’s in Auburn with a puddle of oil unceremoniously under it on the showroom floor & the same bike we went to ride last year at Hinshaw’s, but had a dead battery & then the owner changed his mind about us doing a test ride. We did convince them to get it running so we could at least hear it & had to be satisfied with watching a mechanic ride it in the prkg lot…it had that loud Ducati-like clutch basket metallic rattle at idle that would force you to explain to everyone that your $30k+ US bike was not broken! We had learnt that the bike had been sent back to the factory to repair the oil leak & also that Hinshaw’s had just been bought by the owner of the Ducati/BMW/Triumph dealer in Redmond & that the Motus would be moved there.

Flash forward to yesterday as Pat & I, in our final approach to the Motus dealer in the Redmond Town Centre Mall, see our demo blue Motus pass us going the other way…wait, WTF, hey Pat wasn’t that your Motus! Turns out the salesman (Todd) was just giving it a shakedown ride to ensure the battery is charged prior to our rides….oh boy, shades of last year’s fiasco flashed through our minds!

Pat takes the 1st test ride while Todd & I chat about Motus & our challenge with getting the owner Lee Conn on board with filing the necessary papers to get his bike on the Approved Transport Canada Importation List. About 20 min later Pat returns smiling & generally impressed but not ecstatic. He comments about the clutch take up & buzzing in the bars & adjusting them a little higher & back & that the foot brake is small & tucked in too tight to the engine case (his left foot has restricted movement from a bike accident injury that requires him to modify upshifts by using the edge of his boot while lifting up with the entire leg vs pivoting at the ankle & sliding the toe under the shifter).

My test ride (mild mannered Dr Jekyll):

• steering lock to lock is very narrow, limiting the turning radius dramatically…this needs improved, particularly for this class & weight of bike

• 1st impression is she feels raw like a hot rod….mechanical with the infamous rattle at idle & initial take off, then morphing into more pleasant aural & tactile sensation from 2,500 rpm up, except for the gear wine in the middle rpm range

• the fully adjustable Heli bars are a comfortable reach & vibrate almost Buell-like at idle

• easy to flat foot, foot peg location positions your feet neutrally with a seat to peg distance optimally spec’d for sub 6’ riders, but not cramped for my 6’ 1” 33” inseam

• clutch take up feels slightly heavy, lacking in accurate feel of engagement point

• oddly it feels flat off idle, requiring rpm not to stall...fueling feels off sub 2300 rpm… she doesn’t like sub 2k rpm in any gear….acceleration gets better from 3k up…roll on at speed in the top 3 gears seem less than my S10, like it is geared too tall…very odd!

• then I smell burning oil...hmm, something is off with this bike which is suppose to have 120 ft lb torque & amazing linear acceleration.

• she tracks where you point it, no falling into corners, feels mildly top heavy in side to side movement with good centralized mass centered, with no surprise, right where the big V4 is….it rides & changes direction with the fluid solidness of a heavy weight sport bike (585 lb wet with 5.5 us gal or 20.7 litre fuel capacity & bags) that demands it’s line be set up vs snapping it into corners

• Ohlins front, progressive mono-shock rear suspension (MST-R gets Ohlins rear) is taught, not harsh, no see saw, hobby horse even with panic stop forces (Brembo brakes) via light to moderate 2 finger pull…there is a synergy to bikes equipped with higher end suspensions that isolates them in a cocoon of magic dampening fluid while still providing pertinent tactile feedback

• the ride by wire throttle provides nicely weighted direct & linear throttle response + electronic cruise control

• heat rises off the V4 to your upper body at stop lights in our 30+ C degree day

• riding position is neutral & upright with slight forward inclination & comfortable reach to the tremendously adjustable Helibars & adjustable levers, a comfortable stepped Sargent saddle made to Motus specs that is very narrow at the front complimented by a narrow tank between your knees, which have no clearance issue with the protruding cylinder heads

 

• controls feel good, shifting is light & positive with solid engagement of a drive train substantial enough to handle the enormous torque & power (160 hp MST, 180 hp MST-R) produced by the 1,650 cc half Corvette baby block V4, except for neutral which can be difficult to find, particularly when standing still

• the TFT LCD colour digital meter has multi-page screens with displays that are on the small size…very computer game-like

• the windscreen is small & hand adjustable & has my helmet in open air even in the high position…an optional touring screen is available that is substantially larger in all dimensions & would be mandatory for me

• the twin Akro pipes without db inserts provide a lovely song on the juice, but are a little on the loud side for daily riding imho…pity that the inserts got lost in the transfer between dealers...unfortunately we were unable to run the MST-R on the dealer floor which had them installed

• forgot to check if both headlights are on when selecting high beam…it is a KTM sourced stacked unit..I prefer side by side configuration for improved conspicuity…however, accessory lights would address that.

• this dealer has added the Motus made luggage rack that accommodates the Givi mount for the V47 top box with passenger backrest to compliment the std fitment Givi V35 bags that tuck in tight minimizing width. Kudos to Motus for positioning the top box further back than usual to accommodate differing sized bodies & allow the passenger forward/back movement…however in doing so the tail edge of the seat now could benefit from an extension of about an inch for better tail bone protection/comfort & perhaps more height to improve leg room & rider/passenger helmet height difference

Discovery (birth of Mr Hyde & the beast within):

I return & communicate that I was underwhelmed, feel that something is wrong & can smell burning oil or something…while looking for the source of the burning smell we discover that the left back spark plug boot is cracked & melted against the header pipe, further investigation shows it is not securely affixed to the plug. The pedestrian quality plug wires, positioning of the wire hangers & lack of heat shield protection needs corrected…the plug boots are positioned within ¼” to 3/8“ of the unshielded header pipe on the left. Upon hearing this Todd texts Lee Conn & we discover this was one of the 1st 5 bikes off the assembly line. The spark was escaping out the crack in the side of the boot so Todd cut off the damaged boot & secured the lead on the plug & voila the bike now runs on 4 vs 3 cylinders…idle is now smoother, the motor sounds healthier & revs quicker…no wonder it felt closer to a 1200 cc bike - it was running on 3 cylinders (1,237cc)!

2nd test ride:

• start off feels better, but still not displaying the same heavy flywheel off idle, correct fueling chuggability of my S10

• she will now pull 2nd gear sub 2k rpm, albeit still begrudgingly….I feel she could benefit from an ecu/fueling tune <2,500 rpm

• testing the throttle while rolling out of the parking area you sense increased motive urgency is on tap…..once onto the circle road around the mall I ensure we are pointed straight & crack the throttle & she LEAPS forward with fury & a light front tire in the 1st 3 gears…the world passes by VERY quickly so opt to shut her down before bad juju bites my butt…..this thing now has thrust, rocket ship thrust, that I image would continue in every gear to the redline….no further ride is necessary, I return to the dealer gasping HOLY F_ _ K!!!

• Pat takes her out & returns with a satisfactory grin glued to his face…NOW THAT’S MORE LIKEIT!!!

Todd commented that this discovery explains several things including why others who recently rode the bike were underwhelmed as well.

Gripes/Suggestions/Misses:

• OMG fix the center stand…this is the hardest bike I have ever put on a stand…extremely difficult & dangerous for a smaller, less muscular person! The pivot point & mechanical leverage is wrong.

• no self-cancelling turn signals

• no ABS, traction control or ride modes

• increase turning radius (steering lock to lock)

• front turn signals should also be running lights & the rear LED design of small individual LEDs does not seem bright enough in daylight...this is a common trend now...in contrast to the Super Tenere’s design of LED brake/running lights with reflector that illuminate the entire red enclosure, which is far more recognizable than individual LEDs within a coloured or clear lens.

• adjustable foot pegs and/or seat should be std to compliment the amazingly adjustable Helibars that are std on the MST but not the MST-R which opts for a flatter, lower 1 piece bar

• the side stand tang needs to be extended slightly away from the exhaust pipe to prevent contact with your boot on the hot pipe & scraping/marking the pipe

• higher quality spark plug wires, redesigned hangers & proper heat shielding needed

• increase quality of hardware/fasteners to prevent premature corrosion…this bike is displaying corrosion & has likely not spent a lot of time outdoors!

• heated grips & seat should be std at this price point

• Todd demonstrated the instrument unit with multi-selectable page displays which should be larger and/or redesigned with larger print/display items (perhaps fewer items per page with more pages) including integrated GPS – there have been issues with it freezing while riding & requiring a software upgrade

• top box should be colour matched to bags

• the db inserts for the exhaust need to be located & provided with the bike as they are oem fitment from the factory

• front fender should extend further back/down for added radiator protection

• some form of crash protection for the cylinders would be a welcome option

• a 6+ us gal or 23+ litre tank would guarantee a min 400km or 250 mile range…manufacturers STOP using 150 to 200 mile range tanks...NO-ONE likes refueling more often & modifying riding routes to accommodate fuel stops!!! A little more fuel/larger tank will have minimal impact on this 585 lb bike or it’s aesthetics…it’s a touring bike with a drag bike motor! Motus may be located in the eastern US with immensely dense population centers & services, but the other 2/3rds of the country have huge open expanses & far more sparsely situated services.

This particular bike, being an early production model, lacks the fluid, high end feel of other premium brands despite having many high end components, largely impacted by the motor/drivetrain…it would be very curious to ride a current year model to compare the differences & see what refinements have been incorporated & how they manifest into the riding experience. This bike is unique & all about it’s stonkin' powerhouse motor & thank you Motus for wrapping it up in sensible packaging that should be comfortable for not only long distance Touring but also as a daily ride.

Which brings us to where this bike slots in within street genre motorcycles. I see it as a Sporty Grand Tourer compliments of it’s motor which currently knows no peers. It’s achilles heel is the price point it plays in, the already established reputation for sporadic quality control & limited dealer network which limits the audience to:

1. well heeled clientele who despite being accustomed to the perks that come with premium brands, such as sophisticated electronics & creature/convenience comforts still want it because of exclusivity & cache;
2. gear heads & afficionados who are all in because of the motor/performance & the fact that the bike requires few compromises as your sole bike.

My guess is that Motus’s initial clientele are mostly group 2s, which is the smaller of the two. I’m inclined to think that Motus would attract more buyers when they get on board with electronics like ABS, Traction control & ride modes which filtered down to entry level bikes years ago. Another consideration is quality control...every manufacturer deals with it, however, the small guys have less wiggle room for mismanagement & we are starting to hear of some chinks in Motus’s armor via forums regarding the handling of some issues. Come on Motus, you have come so far & so close in execution of your 1st offering & that is amazing…keep progressing, improving manufacturing, shortening fix/modification/retooling cycles & developing the correct mindset & culture…if HD can survive & thrive, there is room for another Amercan icon!

Lee, get crackin’ with the required process/paperwork to get this bike on Canada’s Approved Vehicle Importatiion list..this is a manufacturer only domain…sales are waiting for you at the end of this tunnel!

 

Motus Stops Production & Closes its Doors Sept 04, 2018

Without notice & just 1 month prior to the official reveal of new ABS & naked Motus models the doors were shuttered.  The details may never be known why Motus ended so abruptly, but at least Pat & I were able to ride one. 

The announcement of the firm’s closure came on the Motus Owner’s Group International Facebook page, where the firm posted the following message:

To all Motus customers, dealers, staff, suppliers, friends,

After an amazing ten year ride, Motus is forced to shut down operations, effective immediately.

This week, Motus' financial backers unexpectedly informed management that they will not provide sufficient capital to maintain operations and grow the business. We were surprised and disappointed, especially because we have been working so hard preparing an October 2018 product launch into a new and exciting segment as well as new features on the MST series. This is very unfortunate timing and we will work to quickly find a new path forward for Motus Motorcycles and our American V4 powertrain division.

We are very grateful to Team Motus, truly the finest group of professionals and people, who have each dedicated so much of their hearts and soul to Motus. We are also thankful to our dealers and the many customers and supporters who have cheered us on and put gas in our tanks along the way.

For Motus owners, hang on to those motorcycles. As you already know, they are heirlooms, unlike any other motorcycles ever built.

Very sincerely,

Lee Conn and Brian Case, founders