Triumph Street Triple R
Sharp as a Knife
If bikes were blades, Triumph's Street Triple would be a scalpel (sorry, KTM). Small,
precise, razor sharp and super quick at carving up curvy roads. Triumph defined
and developed the "street fighter" category 20 years ago, with the
introduction of the vaunted Speed Triple 1050. With its stripped-down, no
fairings, bug-eye headlights, upright riding position, and underseat exhaust
canisters, the bike was a runaway hit for Triumph, filling the gap between the
Bonneville line and their sport/sport touring models. When Triumph introduced
the smaller Street Triple 675 in 2007, the little brother instantly rivaled the
Speed in popularity and sales. The Street’s DNA is derived from the widely
acclaimed Daytona 675 Supersport race bike, that has won numerous American,
British, and World GP races since it's debut in 2006.Sharp as a Knife
Through several model morphs over the decade (low-slung exhaust, oval-shaped headlights, suspension revisions, etc.), in early 2017 Triumph announced a serious bump in displacement for the Street, from 675cc to 765cc. The Street continues to fly off showrooms across America, and indeed, across the globe. The Hinckley, England brain trust is clearly on to something with this bike, and they know it. Named among Cycle World's "10 Best Bikes For 2017", the Street Triple quite simply is the "Swiss Army knife" of modern motorcycles: the do-everything, everyday, motorcycle for commuting and canyon-carving.
I had the pleasure of sampling a Street Triple R for a few days in October, courtesy of Ricky Patterson and his team at Freewheeling Powersports in Douglasville, Georgia.
The Street Triple might be the smallest displacement instrument in the Triumph toolbox, but it's one of their most high-tech. The model manifests in three distinct iterations- the standard Street Triple S, the up-spec Street Triple R, and the chart-topping Street Triple RS. With each model, the tech, tuning, suspension, brakes and ride modes become more advanced. The R that Freewheeling loaned me had Showa front forks and Ohlins rear suspension, Brembo brakes, switchable ABS and traction control, as well as three ride modes- Rain, Road, and Sport. There are even settings in the digital display for customizing one's own set up, called Rider mode. Did I also mention a quickshifter? All of which comes stock on the R, by the way.
That TFT display is very easy to view and navigate, by simply toggling through screens via buttons and switches on the handlebars. The technology, yet ease of use, reminded me of the display on the Motus. I liked it, very much.
After picking up the STR, I launched out for Madison, Georgia, to meet my father for a day of riding. At 78 years old, Pop moves a little slower on two legs, but on two wheels, he can still ride with the best of them. The route from my house to his and mom's winds down through the rolling hills and pastures of Georgia's lake and dairy country, some of the most beautiful riding in the southeast. Taking the time to familiarize myself with the Street while en-route, I found the riding position very comfortable. I'm 5'8", about 155 lbs. wet weight, and felt the rider triangle suited me well. Slightly leaning forward, but not sportbike-like, with my feet fairly below me, not rear set as on many "race-replicas" I've ridden. The older I get, the more I appreciate that.
Being a new bike, I tried to keep my shifting between 4-5000rpm, following the break-in guidelines. The 6-speed gearbox is butter smooth and effortless in shifting, and clutch pull can be two-fingered. I tested the Brembos and ABS a couple of times with hard stops, and found braking to be spot-on. Strong, precise stopping power, with no detectable "grip/release" of the ABS, and no loss of rear wheel grip.
After meeting Pop in historic downtown Madison, and after a few minutes of his slack-jawed admiration of the little Triumph, we cracked the highways and byways of north central Georgia. My favorite ride mode was "Road", with power spread nicely across each gear, yet enough grunt to get frisky with. Pop found us some fun, curvy county roads, and I took the pleasure of diving deep into some cornering with the Street. This bike excels at dicing through corners and curves. As light and nimble as a bicycle, the Street almost throws itself into and out of corners, it's so flickable.
The displacement jump is very noticeable to me, having ridden the previous generation 675cc before. 90 more cc over the original Street translates to 116 ponies to the pavement, and about 56 ft lbs of torque. While cruising about 75 mph on some longer stretches through rolling pasturelands, I noted the Street R hummed along at approx 5500 rpm, seeming to enjoy the ride as much as the rider. It's a high-revving engine, and the more roll-on exerted, the more the hungry Triple screams in delight.
And then, there's Sport mode.
On the way home from the day of riding with Pop, on a long, vacant stretch north of Madison, I switched into Sport, to sample the differences. I must say, the beauty becomes a beast! Gear ratios tighten up, throttle response is much more aggressive, and the Triple feels like it's taunting you, daring you to open it up. I did, and found myself running XXX almost immediately, rocketing up and down the hills and leaning deep through corners of the wide open Georgia countryside. (Disclaimer: I don't regularly ride like this, nor do I endorse it.) Sport mode completely changes the character of the Street Triple. Driving hard through each gear, the Street in Sport mode begs to wheelie in each. Having ridden several track days over the years, I can confidently declare that I would LOVE a day at Road Atlanta on this bike.
Sunday saw rain showers, but as the storms moved out, I took off on the Street to try the Rain mode. Again, entirely different character traits surface. The ABS and traction control smooth and meter out braking and handling, throttle response is more measured, and overall, the "beast" mellows dramatically. This mode breeds considerable confidence in wet conditions.
After four days with the Street Triple, I came away very impressed. Honestly, I'm a bit of a traditionalist when it comes to Triumph. I absolutely love the Bonneville line, every new model in it. I've always felt the Speed and Street Triples were too refined and precision tuned for my tastes. Yet after spending several days with a brand new Street, I've changed my mind. Bonnevilles are still my faves, but the Street won me over. It is a fantastic motorcycle, worthy of the accolades and awards it has been winning across the moto-journalism world. Triumph has "hit a grand slam" with the Street Triple, and I predict these bikes will continue to fly off showroom floors. If you have opportunity to test ride one, jump on it. You'll be impressed, as I was.
First Impressions- 2018 Harleys
The quintessential American motorcycle company radically remodeled their Softail line recently, and shoehorned the Dyna line into it, introducing 8 all-new models. This, after debuting the brand new Milwaukee Eight 107ci last year in their touring line. With a new stiffer chassis, a monoshock suspension under the seat, and some models getting the bumped-up 114ci powerplant, fans of both the old Dynas and Softails should find much to love.
Harley-Davidson unveiled the new line Tuesday, August 22, and by Saturday, August 26, I was straddling one, blasting off into the central Alabama foothills, courtesy of our friends at Mt. Cheaha Harley-Davidson in Oxford. For comparison, I was also loaned a 2018 Road King, which had been among the models to receive the Milwaukee Eight 107 for 2017. It promised to be an abundantly fun day.
In the midst of Mt. Cheaha's 3rd Annual Rumble on the Loop, I first took off on the Road King, to sample the 107ci mill. Immediately, I was enthralled with this bike. Instant, head-snapping acceleration at the wrist-twist; thrilling, brutal power on tap up through each cog of the 6-speed gearbox. Granted, I ride a little more aggressively than some, being a sport as well as cruiser rider, so was a little heavy with the roll-on. But this bike delivers! Up through the hill country, the Road King dives into curves easily, brakes extremely well, shifts up/down solidly, and of course, that throttle! The bike felt like a comfortable touring cruiser with the heart of power cruiser.
Next, I took a spin on the newly remodeled Heritage, which actually wears the new 114ci motor. Thinking this bike would ride similar to the Road King, but with a power bump, I lit out hard like I had on the King. The Heritage quickly settled my raucous energy. Roll-on is more measured, spread out, and smoother. The 114 is clearly tuned for a more relaxed, laid-back ride, as I discovered while motoring along the same roads I had traversed on the Road King. Don't get me wrong- I completely enjoyed the new Heritage, once I synched with her vibe. Smooth, even power delivery, a solid yet compliant suspension, and gentle flickability through mountain curves, the Heritage was a dream to ride.
My one issue with the Softail- at every stop, I could not click into neutral, from 1st or 2nd. No positive neutral finder? Of course, the bike only had 3 mi on the ODO when I pulled out, so it's still early in the break-in period, which may sort the situation.
Harley-D has done a phenomenal job with these new 2018 models, and the Milwaukee Eight is another giant leap forward. I strongly encourage sampling these bikes. They do not disappoint.
Motus- The Beauty is a Beast
Four years ago, two friends in Birmingham, Alabama lit a stick of moto dynamite, called it Motus, and tossed it right out in the middle of the motorcycle sport touring pond. The shock waves have been emanating outward ever since. Lee Conn and Brian Case had a dream- a truly American dream. Build the ultimate, do-everything street bike, from scratch, with an all-new proprietary engine and chassis, that would perfectly blend three core principles- performance, comfort, and range.
And Motus Motorcycles was born.
Brian and Lee didn't come to the task empty-handed. Brian had spent quality time at Confederate Motorcycles, having been one of the creative forces behind the vaunted Wraith model. Lee had nearly 20 years of small business experience, and great savvy to boot. They both shared a passion for two wheels and a motor, so they together set out to build the bike of their dreams. And it turns out, the dreams of many other sport-touring fans.
Much has been written in recent years on Motus' two current models, the MST and MSTR, with spec sheets, stats and performance numbers readily available. I'd been following the development since 2012, reading everything I could find on this new motorcycle, watching every video uploaded to YouTube (runs at Barber Motorsports, records set at Bonneville Salt Flats, cross-country road tests, etc.). While numerous moto-journalists and publications detailed the digits and "nuts & bolts", I wanted to know what it felt like to ride the Motus, how riding one would make me feel.
I soon had my opportunity to find out.
Through my friends at Hourglass Cycles in Buford, Georgia, an authorized Motus dealership, I connected with Lee, who invited me out to spend a day at Motus HQ. Almost giddy with anticipation, I arrived early on a Friday, helmet and gear in hand. Lee greeted me, and since we faced the threat of heavy storms much of the day, he suggested we take off on a pair of bikes first, then talk and tour later. I gladly agreed. After giving me a quick rundown of the functions and features of the base model Motus MST, we geared up to ride.
Under dark, threatening skies, we fired up the bikes. Thumbing the starter on this machine, the big 1650cc "Baby Block" Corvette-inspired V4 powerplant roared to life like the American muscle cars of old. The hair stood up on the back of my neck just straddling, feeling, and hearing this beast beneath me. I was eager and anxious at the same time. I've ridden many bikes over the years, but nothing like the Motus.
The Motus motor sets low in the frame, it's cylinder heads angled forward out in front of my knees. The crankshaft abides near the bottom of the engine, running front to back like an automobile, with the gear box beneath me, perpendicular in the frame. This low CGI makes for great stability, and what riders call "flickability" back and forth in corners. The frame is very narrow at the seat, and at 5'8", I easily flat-footed when stopped. The HeliBars are multi-point adjustable, as are the windshield and footpegs. Very customizable to suit the rider. The digital dash has an array of information available across multiple modes, but the main screen displays everything needed, is bright and readable, and is positioned so a mere glance down is sufficient. Lee and I are about the same size, and the blue MST I was about to ride had been set up for him, so it suited me perfectly.
With a thumbs-up, Lee and I launched out of the Motus lot, and roared off down the streets of Birmingham. The MST's throttle response is instantaneous. Negotiating surface streets gave me a chance to acclimate to the bike, and by the time we hopped up on a highway, I was settling down and feeling comfortable. The seating position is very sport-tourer, with my feet almost directly below me like sitting on a chair, and the bar reach fairly upright and very comfortable- not pulled forward and low like a sportbike, and not reclined like a cruiser. Clutch and brake levers are firm and easy to squeeze, and mirrors well-placed for the view behind.
Lee took it easy on me for the first moments and miles, letting me get a good feel for the MST's characteristics. Dual discs up front, and a single rear, provide confident stopping power when squeezed. Gear shifting is solid yet smooth, with the shifting "sweet spot" found between 4-5000 rpm, at least for me. The gearbox is a 6-speed, with both 5th and 6th serving as overdrives.
We made our way out of the city, eventually peeling off into the rolling hill country beyond. The longer I rode the MST, the smaller the bike felt to me. From slight intimidation in the beginning, to my growing confidence with each passing mile, I soon felt the Motus fit me like a glove. Beyond the city, Lee throttled hard up the curvy country roads, and I gave chase, howling in my helmet at the raw power and nimble handling of this amazing machine. I discovered that leaning off the bike in corners, track bike style, was completely unnecessary. The bike's low center of gravity, ground clearance, and wheelbase make it so easy to turn. Tip the bike into a corner, and the Motus leans over effortlessly. A few corners into one particular curvy uphill road, Lee leading the way, I found myself completely "in the zone", dialed in and feeling one with the bike, diving deep into each corner and accelerating hard out, the music of our two Motus steeds echoing in my head. The Motus is such a willing, capable, and eager dance partner when carving up mountain roads, it felt half its claimed 560 lb. wet weight.
The miles and minutes ticked away, and I grew completely oblivious to time, totally in the moment on the Motus. Those moments and miles could have lasted for quite some time, since the Motus has a 5.5 gallon tank, pounding out 250 mile treks with aplomb.
Finding ourselves increasingly in and out of showers, we eventually turned back for base. Cracking the highway one more time, Lee hustled through the I-20 traffic, and I was determined to keep up with him (ok, he lost me, once!). The broad powerband and agility of the Motus inspires such confidence at highway speeds, weaving among the slower traffic was a breeze. Even as the rains began to fall with more regularity and intensity, the Motus was unmoved beneath me, slicing through the precip with minimal soaking of my threads, the tires and Brembo brakes providing ample wet grip and stopping power.
Returning to "Motus Central" in light rain, Lee pulled off his helmet and asked, "So, how did the bike make you feel?" I thought that to be a great question. I replied, "I'm flush with adrenaline, euphoric!" "Makes you feel alive?" Lee queried. "Definitely," I declared, "like every nerve is tingling, every sense is heightened. ’OMG!' like the teens might say!" I stepped back for one last look over the bike, one last walk-around, even as Lee headed inside. It's hard to describe the feeling I had, standing there in the rain, staring at this remarkable motorcycle that had just taken me for the ride of my life. I had this incredible 7th grader urge to hop back on and blast off down the road again, but the better angels of my nature regained control, and I reluctantly joined Lee in the cool and dry interior.
Lee gave me a tour of the small but busy assembly plant that is Motus, where the bikes are built by hand across multiple stations, under the care of skilled and passionate craftsmen. No mechanized factory assembly here. Of the 1200+ parts that comprise every Motus, most were designed in-house, but the HeliBars, Brembo brakes, Ohlins suspension, and Akrapovic exhaust are “off the shelf”. Lee showed me some of the early mock-ups, clay models and drawings, and the two historic prototypes that made the first trip across the country. I saw the engine dyno chambers, the road test simulator, and the floor to ceiling parts warehouse. All manned by a tight-knit team of only 15. Impressive, to say the least.
Sitting down with Lee, we discussed the aesthetics of the Motus, which noticeably only wears a half fairing. Lee noted, "Brian felt any panels on the bike should be considered 'lingerie'. Everything under should be beautiful enough to not be hidden away. It provides just enough protection from the elements, but that engine, frame, swingarm,... everything is functional and beautiful."
Lee, Brian and company have created the quintessential American sportbike. Like the Chevy Corvette is to the European exotics, Motus is stripped down, bare essential, superior quality, two-wheeled American muscle. Breathtaking to behold, exhilarating to ride. "We set out to build a bike that would call to you on Saturday mornings, 'let's go ride,'” Lee mused. “There are many utilitarian motorcycles out there that will do exactly what their literature says they'll do. We wanted to create a bike that would fill your thoughts in the night, that would wake you up dreaming about riding." I think they have achieved their goal- I've had Motus dreams at night and flashbacks of my ride during the days since.
Lee, Brian, and the Motus crew are blazing a new trail in American motorcycling- they set out to build "a comfortable American sportbike, with a sensible riding position, and accommodations to tour for a few days," as Lee stated. All with superior, automotive grade quality and durability, hands-on craftsmanship, combining outstanding V4 performance, a comfortable ride, and long legs for eating the miles and hours.
With demand growing, an expanding dealer network, and potentially new models in the pipeline (a naked, maybe?), the Motus dynamite has truly rocked the pond.
2017 Triumph Street Cup
Café Cool
I had a most unique opportunity last weekend to test ride a brand new Triumph Bonneville Street Cup for several days. I had made contact with the good folks at Triumph North America, located right here in Atlanta, and they agreed to sign me out the Cup for a long weekend. I picked the bike up from Triumph HQ on Friday morning, and was told to keep it until early the following week. In exchange, I would write an honest evaluation article for Born to Ride magazine, whom I regularly write for.
The weekend that ensued was one of the most exhausting, exhilarating ones I've experienced so far this year.
I logged over 300 miles on the Cup across the several days it was in my charge. I cracked the highways and interstates in and around the metro area, and flogged it down curvy country roads near my home. I rode solo, and with a group of riding friends. I rode morning, daytime, and late at night. The bike was an absolute blast to ride. It garnered praise everywhere I rode, often mistaken for much older than it is. The Street Cup is a 900cc twin power plant, but is light, nimble, and compact. I felt completely in tune with this bike.
Saturday, I attended the American Flat Track races at Dixie Speedway in Canton, with my friends Monte, Lynn, and Test. We rode over, across the top end perimeter and up interstates to the raceway. I was on a press pass for an upcoming BTR article, while my friends served as CMA representatives. For the first time in about 30 years, motorcycle racing had returned to Dixie. And the racing was spectacular. The highlights for me were the "hooligan" races, and the main event, the renewed Indian/Harley rivalry. More on that soon...
We rode home about 10pm, in the fast-flowing, at times treacherous Sat. night north Atlanta traffic. The Street Cup roared all the way back, giving me confidence across every mile. After Sunday church, I rode the bike some more, ticking off more miles in the beautiful, pollen-filled Georgia springtime. I coughed and wheezed- the Cup did not. At least one of us was unaffected.
Alas, all good things must come to an end. After a brief Monday morning ride, I reluctantly returned the Cup to its rightful owners, Triumph North America. I found myself falling in the love with the little Bonney, as the perfect blend of sport and classic. A new motorcycle genre, perhaps? The Sport Classic? Actually, Triumph has been running and ruling that road for years, with no end in sight. This bike just further establishes their dominance of moto-cool.
Ride Naked- Suzuki SV 650 The Little V-Twin You Really Should Try
Some years ago, I picked up a non-running 2001 Suzuki SV650 from a guy who just wanted it out of his garage. The poor bike had been abused and neglected, by numerous previous owners. My only reasons for taking it off his hands were (1) I got it dirt cheap and (2) I saw it as a fix/flip. After some wrenching, the SV was running again, and I soon found it a hoot to ride. I held on to it for awhile, enjoying thrashing it around in the countryside south of our home in north Georgia. Eventually, a younger friend of mine begged me to sell it to him, so I obliged. It's been several years now, and he's still rocking on that SV. Maybe I should have kept it...
First introduced in 1999 as Suzuki's answer to the Ducati 620 Monster, the SV650 is considered by many to be among the first of what's now called the "naked" or "street fighter" class. A true do-everything motorcycle, with a throaty v-twin growl and fantastic power and handling, dealerships couldn't keep the bikes in stock on their showrooms. Equally embraced by beginners and veterans for it’s ease of use and maintenance, the SV was at home as a commuter, corner-carver, or track day toy. There are even some amateur racing classifications exclusively for the SV. They are easily discernible at the track, with a low, throaty v-twin roar amidst the screaming fours and triples. Suzuki had beaten Ducati at their own game.
The SV650 (and big brother 1000) is already being counted among the great bikes in Suzuki's illustrious history. With various improvements over its years (save the ill-fated Gladius iteration), the SV has stayed wildly popular among new and seasoned riders, young and old(er), guys and gals. After a hiatus for several years, the beloved SV650 is back in 2017, very much resembling the original, yet with modern amenities such as a digital dash (speed, gear, tach, miles to E, etc), one-touch "Easy Start", Low-RPM Assist, and optional ABS, to name a few. Much has already been written on the specs and performance figures of this bike, so I'll not rehash those. They are easily found on the Suzuki website (suzukicycles.com) and in any Suzuki dealership, such as the folks at Mountain Motorsports. I'll endeavor to give my own riding impressions and recommendations.
I had arranged with Nick and Chuck at Mountain Motorsports in Buford, Georgia to sign out their first 2017 SV for an afternoon check ride. The late December day turned out perfect, with abundant sunshine and temps hovering in the low 60s, somewhat unusual for us this time of year. Accompanied by one of my riding bros Mike Wood, we picked up the bike and took off for a few hours, me on the SV, Mike on his classic Honda 750 Nighthawk. We planned to ride the bike in thick commuter traffic, out on interstate, and along hilly, curvy country roads, all of which are readily available in our area. I've ridden many street motorcycles, across many years, under many circumstances, but I wanted Mike's impressions too, being a relatively new street rider, having ridden dirt much of his life.
We found ourselves firstly in choking holiday shopper traffic around the Mall of Georgia, and I found the SV to be light, well-balanced, and very easy to maneuver through the congestion. I'm 5'8" tall, about 155lbs wet weight, and the SV fit me perfect. The seat felt a bit firm, but I've got a thinly padded posterior, which may have contributed. The footpegs are well-placed, enabling me to flat foot easily at stops, with no impediment of the foot controls. Handlebars give me a slightly forward lean but not aggressively so. It's a mostly upright riding position, with my legs only mildly bent. It's as if the engineers at Suzuki built the SV for folks like me in the 5'-something range. The bike fits me like a glove.
Hitting the highway, I opened it up, running hard up through gears to merge with interstate traffic. The SV's throttle response is instantaneous, and acceleration is thrilling for this type of bike. The 90-degree v-twin mill makes solid power across the powerband in each gear, and I love the sound of these stock pipes! Throatier than previous SV 650s, the exhaust already has a nice v-twin rumble, but it absolutely roars above 4000-5000 rpm in each gear. We were running in the upper double digits most of our interstate stint, and the SV is planted, feels solid, and slices along through the atmosphere with minimal wind buffet on my helmet and chest. I never felt like a parachute, trying to hang on with no windshield. I felt some vibration in the bars, footpegs and at my knees hugging the tank, but I expected and actually liked it, being a v-twin. I felt connected to the bike.
Mike and I finally exited the highway toward the North Georgia foothills, taking the SV for some flogging among the rolling hills and curves away from the bustle of North Atlanta. It's out here that Suzuki's SV 650 really shines. With good ground clearance to accompany the great handling, the bike practically leans itself into corners. I actually never felt the need to lean off excessively. The steering is very neutral, the bike feels very light and is quite flickable, as I found on several roads with quick switchbacks. One particular section of blacktop started with several wide sweepers, then a fairly sharp descending left curve, down a straight quarter mile, followed by a fairly sharp right hander at the bottom of the hill. I affectionately call it "the roller coaster". We took turns gunning the SV down and back up several times each, mainly to test the bike's suspension and handling under those circumstances, but also for the sheer delight of it. And what a delight it was. I was howling in my helmet each time I blasted down and back up this section, feeling like Marquez (a little) with the thrill of deep corner leaning and sharp roll-on acceleration that is so easily achieved on this bike. Mike said he absolutely loved the SV, quipping, “I love my Nighthawk, but man, I could sure have some fun on this cool bike!”
A great commuter-check.
A capable highway runner- check.
A hilariously fun curve carver- check.
As the sun began to set on our short but beautiful December day, Mike and I pointed the bikes back toward Mountain Motorsports. We rode out of the foothills, and throttled hard back down the interstate, chasing the sun toward Buford, Georgia. I reluctantly returned the SV to the great folks at Mountain Moto, with three parting words- "I want one!"
This renewed iconic Suzuki checks all the boxes for me. A very comfortable, neutral riding position, sharp throttle response, decent brakes, fantastic handling, and that v-twin sound! I for one, am very happy Suzuki has resurrected the SV 650.
Whether you are a new or veteran rider, cruiser or sport, wanting a do-everything bike or an addition to your stable, the SV 650 is well worth a consideration.
Motus- The Beauty is a Beast
Four years ago, two friends in Birmingham, Alabama lit a stick of moto dynamite, called it Motus, and tossed it right out in the middle of the motorcycle sport touring pond. The shock waves have been emanating outward ever since. Lee Conn and Brian Case had a dream- a truly American dream. Build the ultimate, do-everything street bike, from scratch, with an all-new proprietary engine and chassis, that would perfectly blend three core principles- performance, comfort, and range.
And Motus Motorcycles was born.
Brian and Lee didn't come to the task empty-handed. Brian had spent quality time at Confederate Motorcycles, having been one of the creative forces behind the vaunted Wraith model. Lee had nearly 20 years of small business experience, and great savvy to boot. They both shared a passion for two wheels and a motor, so they together set out to build the bike of their dreams. And it turns out, the dreams of many other sport-touring fans.
Much has been written in recent years on Motus' two current models, the MST and MSTR, with spec sheets, stats and performance numbers readily available. I'd been following the development since 2012, reading everything I could find on this new motorcycle, watching every video uploaded to YouTube (runs at Barber Motorsports, records set at Bonneville Salt Flats, cross-country road tests, etc.). While numerous moto-journalists and publications detailed the digits and "nuts & bolts", I wanted to know what it felt like to ride the Motus, how riding one would make me feel.
I soon had my opportunity to find out.
Through my friends at Hourglass Cycles in Buford, Georgia, an authorized Motus dealership, I connected with Lee, who invited me out to spend a day at Motus HQ. Almost giddy with anticipation, I arrived early on a Friday, helmet and gear in hand. Lee greeted me, and since we faced the threat of heavy storms much of the day, he suggested we take off on a pair of bikes first, then talk and tour later. I gladly agreed. After giving me a quick rundown of the functions and features of the base model Motus MST, we geared up to ride.
Under dark, threatening skies, we fired up the bikes. Thumbing the starter on this machine, the big 1650cc "Baby Block" Corvette-inspired V4 powerplant roared to life like the American muscle cars of old. The hair stood up on the back of my neck just straddling, feeling, and hearing this beast beneath me. I was eager and anxious at the same time. I've ridden many bikes over the years, but nothing like the Motus.
The Motus motor sets low in the frame, it's cylinder heads angled forward out in front of my knees. The crankshaft abides near the bottom of the engine, running front to back like an automobile, with the gear box beneath me, perpendicular in the frame. This low CGI makes for great stability, and what riders call "flickability" back and forth in corners. The frame is very narrow at the seat, and at 5'8", I easily flat-footed when stopped. The HeliBars are multi-point adjustable, as are the windshield and footpegs. Very customizable to suit the rider. The digital dash has an array of information available across multiple modes, but the main screen displays everything needed, is bright and readable, and is positioned so a mere glance down is sufficient. Lee and I are about the same size, and the blue MST I was about to ride had been set up for him, so it suited me perfectly.
With a thumbs-up, Lee and I launched out of the Motus lot, and roared off down the streets of Birmingham. The MST's throttle response is instantaneous. Negotiating surface streets gave me a chance to acclimate to the bike, and by the time we hopped up on a highway, I was settling down and feeling comfortable. The seating position is very sport-tourer, with my feet almost directly below me like sitting on a chair, and the bar reach fairly upright and very comfortable- not pulled forward and low like a sportbike, and not reclined like a cruiser. Clutch and brake levers are firm and easy to squeeze, and mirrors well-placed for the view behind.
Lee took it easy on me for the first moments and miles, letting me get a good feel for the MST's characteristics. Dual discs up front, and a single rear, provide confident stopping power when squeezed. Gear shifting is solid yet smooth, with the shifting "sweet spot" found between 4-5000 rpm, at least for me. The gearbox is a 6-speed, with both 5th and 6th serving as overdrives.
We made our way out of the city, eventually peeling off into the rolling hill country beyond. The longer I rode the MST, the smaller the bike felt to me. From slight intimidation in the beginning, to my growing confidence with each passing mile, I soon felt the Motus fit me like a glove. Beyond the city, Lee throttled hard up the curvy country roads, and I gave chase, howling in my helmet at the raw power and nimble handling of this amazing machine. I discovered that leaning off the bike in corners, track bike style, was completely unnecessary. The bike's low center of gravity, ground clearance, and wheelbase make it so easy to turn. Tip the bike into a corner, and the Motus leans over effortlessly. A few corners into one particular curvy uphill road, Lee leading the way, I found myself completely "in the zone", dialed in and feeling one with the bike, diving deep into each corner and accelerating hard out, the music of our two Motus steeds echoing in my head. The Motus is such a willing, capable, and eager dance partner when carving up mountain roads, it felt half its claimed 560 lb. wet weight.
The miles and minutes ticked away, and I grew completely oblivious to time, totally in the moment on the Motus. Those moments and miles could have lasted for quite some time, since the Motus has a 5.5 gallon tank, pounding out 250 mile treks with aplomb.
Finding ourselves increasingly in and out of showers, we eventually turned back for base. Cracking the highway one more time, Lee hustled through the I-20 traffic, and I was determined to keep up with him (ok, he lost me, once!). The broad powerband and agility of the Motus inspires such confidence at highway speeds, weaving among the slower traffic was a breeze. Even as the rains began to fall with more regularity and intensity, the Motus was unmoved beneath me, slicing through the precip with minimal soaking of my threads, the tires and Brembo brakes providing ample wet grip and stopping power.
Returning to "Motus Central" in light rain, Lee pulled off his helmet and asked, "So, how did the bike make you feel?" I thought that to be a great question. I replied, "I'm flush with adrenaline, euphoric!" "Makes you feel alive?" Lee queried. "Definitely," I declared, "like every nerve is tingling, every sense is heightened. ’OMG!' like the teens might say!" I stepped back for one last look over the bike, one last walk-around, even as Lee headed inside. It's hard to describe the feeling I had, standing there in the rain, staring at this remarkable motorcycle that had just taken me for the ride of my life. I had this incredible 7th grader urge to hop back on and blast off down the road again, but the better angels of my nature regained control, and I reluctantly joined Lee in the cool and dry interior.
Lee gave me a tour of the small but busy assembly plant that is Motus, where the bikes are built by hand across multiple stations, under the care of skilled and passionate craftsmen. No mechanized factory assembly here. Of the 1200+ parts that comprise every Motus, most were designed in-house, but the HeliBars, Brembo brakes, Ohlins suspension, and Akrapovic exhaust are “off the shelf”. Lee showed me some of the early mock-ups, clay models and drawings, and the two historic prototypes that made the first trip across the country. I saw the engine dyno chambers, the road test simulator, and the floor to ceiling parts warehouse. All manned by a tight-knit team of only 15. Impressive, to say the least.
Sitting down with Lee, we discussed the aesthetics of the Motus, which noticeably only wears a half fairing. Lee noted, "Brian felt any panels on the bike should be considered 'lingerie'. Everything under should be beautiful enough to not be hidden away. It provides just enough protection from the elements, but that engine, frame, swingarm,... everything is functional and beautiful."
Lee, Brian and company have created the quintessential American sportbike. Like the Chevy Corvette is to the European exotics, Motus is stripped down, bare essential, superior quality, two-wheeled American muscle. Breathtaking to behold, exhilarating to ride. "We set out to build a bike that would call to you on Saturday mornings, 'let's go ride,'” Lee mused. “There are many utilitarian motorcycles out there that will do exactly what their literature says they'll do. We wanted to create a bike that would fill your thoughts in the night, that would wake you up dreaming about riding." I think they have achieved their goal- I've had Motus dreams at night and flashbacks of my ride during the days since.
Lee, Brian, and the Motus crew are blazing a new trail in American motorcycling- they set out to build "a comfortable American sportbike, with a sensible riding position, and accommodations to tour for a few days," as Lee stated. All with superior, automotive grade quality and durability, hands-on craftsmanship, combining outstanding V4 performance, a comfortable ride, and long legs for eating the miles and hours.
With demand growing, an expanding dealer network, and potentially new models in the pipeline (a naked, maybe?), the Motus dynamite has truly rocked the pond.
Café Cool
I had a most unique opportunity last weekend to test ride a brand new Triumph Bonneville Street Cup for several days. I had made contact with the good folks at Triumph North America, located right here in Atlanta, and they agreed to sign me out the Cup for a long weekend. I picked the bike up from Triumph HQ on Friday morning, and was told to keep it until early the following week. In exchange, I would write an honest evaluation article for Born to Ride magazine, whom I regularly write for.
The weekend that ensued was one of the most exhausting, exhilarating ones I've experienced so far this year.
We rode home about 10pm, in the fast-flowing, at times treacherous Sat. night north Atlanta traffic. The Street Cup roared all the way back, giving me confidence across every mile. After Sunday church, I rode the bike some more, ticking off more miles in the beautiful, pollen-filled Georgia springtime. I coughed and wheezed- the Cup did not. At least one of us was unaffected.
Ride Naked- Suzuki SV 650 The Little V-Twin You Really Should Try
Some years ago, I picked up a non-running 2001 Suzuki SV650 from a guy who just wanted it out of his garage. The poor bike had been abused and neglected, by numerous previous owners. My only reasons for taking it off his hands were (1) I got it dirt cheap and (2) I saw it as a fix/flip. After some wrenching, the SV was running again, and I soon found it a hoot to ride. I held on to it for awhile, enjoying thrashing it around in the countryside south of our home in north Georgia. Eventually, a younger friend of mine begged me to sell it to him, so I obliged. It's been several years now, and he's still rocking on that SV. Maybe I should have kept it...
First introduced in 1999 as Suzuki's answer to the Ducati 620 Monster, the SV650 is considered by many to be among the first of what's now called the "naked" or "street fighter" class. A true do-everything motorcycle, with a throaty v-twin growl and fantastic power and handling, dealerships couldn't keep the bikes in stock on their showrooms. Equally embraced by beginners and veterans for it’s ease of use and maintenance, the SV was at home as a commuter, corner-carver, or track day toy. There are even some amateur racing classifications exclusively for the SV. They are easily discernible at the track, with a low, throaty v-twin roar amidst the screaming fours and triples. Suzuki had beaten Ducati at their own game.
The SV650 (and big brother 1000) is already being counted among the great bikes in Suzuki's illustrious history. With various improvements over its years (save the ill-fated Gladius iteration), the SV has stayed wildly popular among new and seasoned riders, young and old(er), guys and gals. After a hiatus for several years, the beloved SV650 is back in 2017, very much resembling the original, yet with modern amenities such as a digital dash (speed, gear, tach, miles to E, etc), one-touch "Easy Start", Low-RPM Assist, and optional ABS, to name a few. Much has already been written on the specs and performance figures of this bike, so I'll not rehash those. They are easily found on the Suzuki website (suzukicycles.com) and in any Suzuki dealership, such as the folks at Mountain Motorsports. I'll endeavor to give my own riding impressions and recommendations.
I had arranged with Nick and Chuck at Mountain Motorsports in Buford, Georgia to sign out their first 2017 SV for an afternoon check ride. The late December day turned out perfect, with abundant sunshine and temps hovering in the low 60s, somewhat unusual for us this time of year. Accompanied by one of my riding bros Mike Wood, we picked up the bike and took off for a few hours, me on the SV, Mike on his classic Honda 750 Nighthawk. We planned to ride the bike in thick commuter traffic, out on interstate, and along hilly, curvy country roads, all of which are readily available in our area. I've ridden many street motorcycles, across many years, under many circumstances, but I wanted Mike's impressions too, being a relatively new street rider, having ridden dirt much of his life.
We found ourselves firstly in choking holiday shopper traffic around the Mall of Georgia, and I found the SV to be light, well-balanced, and very easy to maneuver through the congestion. I'm 5'8" tall, about 155lbs wet weight, and the SV fit me perfect. The seat felt a bit firm, but I've got a thinly padded posterior, which may have contributed. The footpegs are well-placed, enabling me to flat foot easily at stops, with no impediment of the foot controls. Handlebars give me a slightly forward lean but not aggressively so. It's a mostly upright riding position, with my legs only mildly bent. It's as if the engineers at Suzuki built the SV for folks like me in the 5'-something range. The bike fits me like a glove.
Hitting the highway, I opened it up, running hard up through gears to merge with interstate traffic. The SV's throttle response is instantaneous, and acceleration is thrilling for this type of bike. The 90-degree v-twin mill makes solid power across the powerband in each gear, and I love the sound of these stock pipes! Throatier than previous SV 650s, the exhaust already has a nice v-twin rumble, but it absolutely roars above 4000-5000 rpm in each gear. We were running in the upper double digits most of our interstate stint, and the SV is planted, feels solid, and slices along through the atmosphere with minimal wind buffet on my helmet and chest. I never felt like a parachute, trying to hang on with no windshield. I felt some vibration in the bars, footpegs and at my knees hugging the tank, but I expected and actually liked it, being a v-twin. I felt connected to the bike.
Mike and I finally exited the highway toward the North Georgia foothills, taking the SV for some flogging among the rolling hills and curves away from the bustle of North Atlanta. It's out here that Suzuki's SV 650 really shines. With good ground clearance to accompany the great handling, the bike practically leans itself into corners. I actually never felt the need to lean off excessively. The steering is very neutral, the bike feels very light and is quite flickable, as I found on several roads with quick switchbacks. One particular section of blacktop started with several wide sweepers, then a fairly sharp descending left curve, down a straight quarter mile, followed by a fairly sharp right hander at the bottom of the hill. I affectionately call it "the roller coaster". We took turns gunning the SV down and back up several times each, mainly to test the bike's suspension and handling under those circumstances, but also for the sheer delight of it. And what a delight it was. I was howling in my helmet each time I blasted down and back up this section, feeling like Marquez (a little) with the thrill of deep corner leaning and sharp roll-on acceleration that is so easily achieved on this bike. Mike said he absolutely loved the SV, quipping, “I love my Nighthawk, but man, I could sure have some fun on this cool bike!”
A great commuter-check.
A capable highway runner- check.
A hilariously fun curve carver- check.
As the sun began to set on our short but beautiful December day, Mike and I pointed the bikes back toward Mountain Motorsports. We rode out of the foothills, and throttled hard back down the interstate, chasing the sun toward Buford, Georgia. I reluctantly returned the SV to the great folks at Mountain Moto, with three parting words- "I want one!"
This renewed iconic Suzuki checks all the boxes for me. A very comfortable, neutral riding position, sharp throttle response, decent brakes, fantastic handling, and that v-twin sound! I for one, am very happy Suzuki has resurrected the SV 650.
Whether you are a new or veteran rider, cruiser or sport, wanting a do-everything bike or an addition to your stable, the SV 650 is well worth a consideration.
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