2011 Kawasaki Z1000 Project Bike Part 2

When Motorcycle USA set out to modify our long-term 2011 Kawasaki Z1000 project, we decided to take it in a direction that most wouldn’t. After having a good time with it during the 2011 Streetfighter Shootout, we decided to coax a bit more racetrack performance out of the Green Machine. In the first installment, 2011 Kawasaki Z1000 Project Part 1, LeoVince dialed the Z in with an EVO Factory-R Slip-on Exhaust and a Fast II Tuning box to complement the first phase of putting the big lump on a diet. With a modest but noticeable result, what else could we do but take it further?

In the Shop

With a new set of Renthal FatBar handlebars the front end feel of the Kawasaki Z1000 has improved.

One of my complaints with the stock handlebars on the Z1000 is that the tall bend was a stretch at full lean. While my body was near the pavement the bars, either my left or right hand was in another area code. Searching for a suitable street bars netted no viable options, and we considered affixing a set of clip-ons as a last resort. Then I spied a set of Renthal FatBars ($89.99) meant for our 2012 KX250F. With an inch hacked off the ends the bars fit perfect and were more than an inch lower. Now that may not seem like a big difference, but that combined with less of a sweep meant a more aggressive and forward position. Another benefit of ditching the stock bars was a loss of five pounds.

Ditching the heavy bars got us looking for more places to cut weight. The horn was removed, the kickstand ditched and all the reflectors and mounting hardware tossed in the pile of discarded Z1000 parts. That accounted for another five pounds.

After swapping the bars we contacted Rizoma to get our mitts on some high-quality controls. A few days later a box arrived containing the Italian Company’s Sport Line Grips, Feel Levers, and ProGuard system. Each piece was packaged carefully in a box with foam holding each piece of finely crafted aluminum. Bolting everything up was straightforward and quick.

The Feel levers have a nice bend and the CNC machining on the leading edge provides and bit of traction on gloved fingers. A channel cut into the end of the lever is meant to channel and remove air pressure on the flat edge that rises dramatically at high speeds. A gold anodized knob makes adjusting the reach to the lever a snap.

Rizoma’s ProGuard System is designed to prevent inadvertent actuation if the clutch or brake levers contact with other racer’ machines or bodies on the track. An aluminum stalk comes out of the end of the bar and wraps around the end of the lever where the mechanical force is the greatest. Mounting the ProGuard lever guards took a bit of trial and error

Rizoma's ProGuard System protects levers from accidental actuation by other riders.

to get the spacing correct, but within 30 minutes we had everything mounted up.

The Sport Line grips are aluminum tubes with rubber where the hand would rest. We were a bit worried about the aluminum being too to large and smooth near the inside of the grip, but decided to save judgment until on the track.

Next on the list of goodies was a Vortex 525 CAT5 Rear Sprocket ($74.95) and Vortex 525 Front Countershaft sprocket ($24.95). We decided to go one tooth larger on the rear sprocket to gain a little more punch out of the corners. The black anodized rear sprocket is lighter and much better looking than the heavy steel unit that once resided on the rear wheel. While we were at it we fitted a new gold RK 525 XW-Ring Chain ($246.95). Vortex was also good enough to supply us with a set of Swing Arm Spools since we tossed the kickstand in our quest for lightness.

Finally we fitted a $129 Kawasaki Genuine Accessories Tall Windshield to tuck under at speed and a Kawasaki Genuine Accessories Seat Cowl ($199). Both bolted up in less than five minutes and added function and style to our beloved Z.

New Vortex Sprockets and a gold RK chain put the power to the rear wheel.

After it was all said and done, our time in the shop netted us an additional 11 pounds of lost weight, to a total of 462 pounds. That’s 21 from stock trim. We contemplated ditching the headlight, taillight and blinkers to see where the Z1000 would end up on the scales, but the effort involved was too great and finding a front fairing would be nearly impossible.

On the Track

To test the mettle of the newest additions we joined Let’s Ride Track Days at Buttonwillow Raceway for Saturday and Sunday riding sessions. Buttonwillow’s track surface is not as pristine as some of the other facilities in California, but the tight and bumpy layout would be an excellent to see how the Z1000 would handle with the new handlebars and gearing.

Right off the bat you could feel the 11 pounds that were removed. Flicking from side to side was quicker and took a touch less effort than the previous outing for the 2011 Kawasaki Z1000 Project Part 1. It’s still no Speed Triple R, but the improvement is nothing to scoff at.

The new Renthal bars really made a difference in how the Z1 is ridden. Before the seating position was fairly upright even when on its side because of the tall handlebars. Now the riding stance is more forward when in a straight line, and you can get close to the tank during turns. This helps with front end feel when pushing through the fast corners, and also is less tiring as you are not fighting the wind as much.

A Kawasaki Genuine Accessories tall windscreen made it easier to tuck behind while blasting down the straights.

As we had suspected the aluminum surface of the Rizoma Sport Line grips was a bit slick if you tend to use the webbing between your thumb and index finger to grip the bars. We either had to choke down on the grip or alter the way we used our hands, and for the track that is not something we would recommend you try to deal with. We would suggest standard rubber units for high performance riding.

While the grips are a bit of a problem, the Feel Levers we excellent. The leverage to the clutch and brakes was solid, and we really like the shape and bend. Thankfully we never had to test the ProGuard System, but it was comforting to know we had our brake and clutch covered.

Adding a tooth to the rear sprocket really helps wake up the Z when coming out of the tighter corners. The revs built quicker down the straights and overall the bike just felt livelier, and of course the wheelies came even easier than before.

It may not seem like adding a few flash parts, changing the bars and re-gearing could make a big difference in the track prowess of a bike like the Z1000, but it really did! All day we had people stopping by to check out the green and black monster and ask questions about how it did on the track. We would always reply, “pretty damn good.”

Stay tuned for Part 3 of our Z1000 Project where we enlist the help of Catalyst Reaction suspension tuning and spoon on a set of Pirelli Supercorsa SP tires.

2012 MV Agusta F3 675 Review

Traction control on this day is good news for us test riders because just before we started our first warm up laps it was 28 degrees Fahrenheit, and that’s a record for me on a race track. The 8-level traction control works well on this cold day, and despite the fact that the lean gyros and a few other electronic aids are not activated yet, I felt confident through the slower parts of the circuit.

The middleweight supersport class gets an exotic injection with the introduction of the all-new F3 675 from MV Agusta.

The chicane after the start/finish straight is taken at around 30 mph and is followed by heavy acceleration toward a beautiful but technical right-left-right where the left is banked and blind. This variation which is actually on the Mistral straight was there on this day to avoid icy patches, but I really enjoyed riding the F3 on this part of the circuit. After this it was full throttle through to fifth gear or even sixth reaching speeds of more than 150 mph. The final right out onto the Mistral straight ends in a high-speed left where I experienced lots of wheelspin the traction control handled, allowing the throttle to be pinned.

A steel-trellis frame joins aluminum sideplates to cradle the 675cc Triple.

The F3’s ergonomics are much more humane than its bigger sibling, the F4. There is more space for the rider and you sit more in the motorcycle than on top of it. This is because of the new frame architecture with mixed aluminium plates and the trellis upper part, which allowed the MV engineers to make the F3 much narrower and lower just around the seat area which provides a more comfy riding position. All hand and foot controls fit my frame just fine, both when cruising in and out of pit lane and riding fast on the circuit. I know a bike’s appearance is subjective, but my eyes see a very beautiful motorcycle that doesn’t look remotely like anything you’d call budget. Still that’s what it is; the F3 is a budget motorcycle, Italian style. At $13,498, the F3 will be a mouth-watering prospect to anybody looking for the ultimate middleweight supersport. Its several notches above the Big Four in terms of desirability, and its real competitors are the Triumph Daytona 675 and Ducati 848. The Daytona starts at $10,999 and ranges to $12,699 for the Ohlins-equipped 675R version. The base Ducati lists higher than the MV at $13,995, but the Corse SE version (with traction-control, quick-shifter and Ohlins shock) lists for $14,995.

Out on the circuit again I’m enjoying the sound of the 675cc Triple spinning up effortlessly with its counter-rotating crankshaft. I could wish for a little more oomph lower down in the rev-range but it doesn’t bother me much as it’s only in two places on the circuit this acts as a complication. The acceleration above 10K rpm is strong. I short-shifted up into second a couple of times in the two hairpin corners, and it didn’t work for me. First gear it was, and the throttle response isn’t ideal in this situation. This was never a problem in the higher gears so there’s room for adjustment in first gear where the ratio is slightly off for Paul Ricard. The F3 was thoroughly enjoyable to feed in the gears via the quick shifter from second to third and up, and the acceleration is more than satisfactory, particularly in the lower three gears. Again the sound is fantastic, and despite the fact the F3 isn’t a true racing bike, it sure does sound like one! Wheelies come easy by just using the throttle, but the final version will be available with anti-wheelie for those that are insecure about such antics or need it for racing.
The Marzocchi front suspension and the Sachs rear shock is by now a trademark MV Agusta feature, and I’m impressed with the feel of the front end when hard on the Brembo radial brakes. Thankfully, Pirelli had brought along some extra sticky tires for us in the Diablo Supercorsa. One could argue that on a circuit where the ambient temperature never reached higher than 50 degrees Fahrenheit the SC2 (medium) compound would never be warm enough to take full effect in the grip area. This may be true, but Paul Ricard’s surface is among the best money can buy. In the world of supersport tires, same goes for the Diablo Supercorsa. Combine these two and you get a combination that, despite the cold, provided plenty of grip. This didn’t stop the rear from sliding its way through certain corners, but the chassis of the F3 is so good that it’s only fun and games doing so.

The F3's riding position isn't as uncompromising as its big brother, the F4.

There is something about an MV that makes it feel slightly heavier than it is at crawling speed. Perhaps it’s the sultry lines deceiving me into thinking there’s more mass than there actually is. Don’t get me wrong here, the F3 has almost the exact frontal dimensions as the F4 but is much lighter. Bringing it up to speed, the chassis is superbly stable and well balanced. The faster I went the more planted the F3 felt. The slight liveliness through some of the corners just added to my book of feedback and gave me confidence to push more. With its ultra compact new Triple, MV Agusta have been able to construct the chassis with a longer single-sided swingarm than previous MV models, whilst keeping a short 1380mm wheel base. All in all the F3 weighs in at 381 lbs that is easy to control.
Conclusion
The MV Agusta F3 675 Triple is a dream come true for many, and not least for the MV factory itself. MV Agusta finally has something to offer the much wider audience that are interested in a middleweight supersport. I’d say this is a motorcycle perfectly able to give extra satisfaction even for those looking for something to replace their 600s with and the perfect stepping stone on the way to that full-on literbike. Its chassis is superb and the engine very exciting without going over the top.

At $13,498, the F3 is relatively affordable, especially for a sportbike from MV Agusta.

Despite the fact that the F3 is an all new MV model there is no real gremlins there. All that’s needed are small adjustments perhaps to the powerband and to incorporate all the electronics as promised by the Varese factory. The F3 is the definitive framework for a future perfectionist in the supersport segment.

2013 Victory Judge Review

Nearly three years in the making – from concept to the street – the Judge is Victory’s first new cruiser platform since 2006. While we didn’t know Victory’s latest creation was on its way to us, a recent full day ride aboard the Judge says this new cruiser was worth the wait.
The first impression the Judge imposes is that it’s a power cruiser with a lineage from the Hammer S. Although this new bike is stout looking, just like the Hammer, the Judge is its own machine, with its classic American muscle car-inspired styling revealed most prominently in the cast-aluminum 5-spoke wheels wrapped in plump 16-inch Dunlop 491 tires wearing raised white lettering.

The new Judge from Victory.

At first glance the Judge looks compact. With a deeply dished saddle designed to hold the rider in place, mid-mount controls 3.75 inches rearward and a handlebar 4.0-inches more forward compared to the Vegas cruiser, Victory’s product manager Ben Lindaman says the Judge’s ergo package is specifically designed to fit and appeal to a wide range of riders, with part of that appeal in the form of a flat-foot-able 25.9-inch seat height.
Lindaman also points out that the mid-mount foot controls’ location underwent a good deal of planning – rather than just getting yanked back – as evidence that the bike’s ergos are intended to accommodate riders in the range of 5-feet-and-some-change to well beyond the 6-foot mark.

Victory looked to American muscle cars for inspiration when penning the Judge.

The forward-mounted one-piece handlebar requires some stretch – even a fellow test rider who stands in that 6-plus-feet range noted the reach. However, over the course of the day no one complained that the rider triangle was unbalanced due to the bar’s location.
With Victory’s 106 cubic-inch Freedom V-Twin (with engine mapping similar to Victory’s other cruisers) as a power source, and a forward-leaning riding position complementing the Judge’s muscular styling, visions of one burnout after another danced in my head. And so I was compelled to dump the clutch, slam the throttle open and blitz ahead whenever the opportunity presented itself. The Judge didn’t disappoint me when I was less than judicious with the throttle: it sprinted quickly away from a stop as I rowed through the smooth-shifting 6-speed gearbox.
As spirited as the quick-revving 106 is, it also possesses plenty of torque (113 ft-lb claimed) to keep the Judge chugging effortlessly down the streets. The combination of the lower gears’ wide-feeling ratios and the big Twin’s healthy pulling power meant running in higher gears was often overkill on city surface streets where posted speeds are often below 45 mph.

Victory’s Lead Industrial Designer, Mike Song, explained to us that the Cross Country Tour’s fuel tank and front fender were resized and reshaped for service on the Judge. The Judge’s EFI and ignition covers are made from die-cast aluminum rather than plastic like on other Victory models.

However, when conditions warranted shifting into higher gears the engine continued to flex its strength as it darted ahead with bursts of surprising acceleration, even when lumbering along at low rpm in 4^th gear. We know the Judge’s engine isn’t more powerful than any other Victory, but in the Judge the Victory Twin simply feels like a more potent powerplant.
With a claimed dry weight of 660 pounds the Judge isn’t appreciably lighter than the Hammer 8-Ball or Hammer S (672 pounds dry). But Victory reps explained (without offering specific figures) that the Judge’s wheels are lighter than the Hammer S’s wheels, therefore giving the Judge an acceleration advantage by way of its wheels’ lower rotational mass and unsprung weight. Also lightening the Judge’s load is one less front brake caliper/rotor combo compared to the Hammer’s dual front calipers.

Pete and the Judge volunteer for vector control duty.

Despite using only one four-piston caliper with a 310mm disc in front, the solo brake reeled in the Judge with authority. Applying the front and rear brake (310mm disc, 2-piston caliper) simultaneously hauled in the Judge pronto, with nearly as much braking performance as I’ve experienced on various sport and standard-type motorcycles. I applaud Victory here for supplying the Judge with such excellent braking performance. When we first learned in the Judge’s preview that Victory broke from its own (as well as other manufacturers’) fat-rear-tire tradition by installing a 140mm rear tire on the Judge, I immediately anticipated a more compliant, lighter-steering cruiser. My suspicions the Judge would steer and handle better than a number of its brethren were confirmed the first time I shoved on the bar to dart into a left-hand turn lane. The Judge flicked quickly to the left and I shouted in my helmet, “Now this is how a cruiser should handle!”
My elation over the Judge’s handling grew as our test ride saw mile after mile of curving mountain roads where the new Vic cruiser continued to impress with its low-effort steering and noteworthy stability. From corner entry to corner exit the Judge stayed predictably on track.
Since the Judge is a low-ish riding cruiser it of course will eventually drag footpegs when cornering, especially if you’re purposely dashing between turns as quickly as you can. To the Judge’s credit, though, it had what felt like better than average lean-angle clearance.

Victory intended the Judge’s ergo layout to fit a wide variety of riders. The handlebar’s forward position does require some stretch, but the bike’s rider triangle was generally comfortable during a full day ride.

Adding some spring preload to the hidden shock’s ramp-style preload adjuster to increase ride height will improve lean angle clearance. However, if you’re really keen on railing the Judge, Victory offers an accessory shock with 1.0-inch more ride height than what the standard shock provides. On the subject of suspension, the Judge’s cartridge-type 43mm conventional fork with 5.1 inches of travel has no provision for tuning but it nevertheless gobbled up most road imperfections before they had a chance to upset the ride. Only the sharpest bumps and deep ruts in the road were able to overcome the fork’s otherwise good damping performance.
I had no serious issue with the Judge’s 16-inch tires (they worked well, with sufficient grip and feel), but I was compelled to ask Victory why it chose 16s rather than 17s that potentially could open up a wider selection of sportbike-type rubber. Lindaman said plainly that 16s were better suited to the style Victory wanted to achieve in the Judge, but he also explained that keeping the bike’s MSRP reasonably low was crucial as well.

The shape of the Judge’s Frenched LED taillight is an all-new design from Victory.

Using an off-the-shelf tire (that worked as needed) like the well-known Dunlop 491, rather than one designed specifically for the Judge, means less out of pocket for Victory, as well as for the consumer. It’s not uncommon for motorcycle manufacturers to have a tire maker design tires with particular traits and construction in order to purposely complement a bike’s handling. But a purpose-built original-equipment tire for a specific motorcycle is almost always more costly to replace when compared to an identical model tire made for a wide range of bikes. Despite Victory’s claim that the Judge’s intended target audience earns income in the $65K range, the company nevertheless introduced its newest cruiser with a comparatively low $13,999 price tag for the Gloss Black color scheme, making the Judge the third lowest priced model in Victory’s 17-bike lineup.
In context of the competition, Victory sees Harley’s Fat Bob as its rival. The Fat Bob produces a claimed 100 ft-lbs compared to the Judge’s 113 ft-lbs, weighs a few pounds more, has a 1.0-inch taller seat height and cost about $1350 more than the Victory.
With the exceptions of the slightly long reach to the handlebar and somewhat cruiser-typical limited lean angle, I found very little to dislike in the new Judge. Objective data aside, these days I’ve come to value the fun factor metric as much as any criteria I use to evaluate a motorcycle. By that measure there are a few bikes that I simply enjoy for pure entertainment and look forward to riding again as soon as possible. For example, Triumph’s 675 Street Triple R or Ducati’s first gen Multistrada are endlessly entertaining to me.
When it was time to park the Judge for the day I was genuinely disappointed the sun had set. I’m eager to once again go to Victory’s court and see the Judge.

The Judge’s minimalist but stout appearance honorably pays tribute to classic American muscle cars from which Victory took design cues. But the new Judge is more than just a looker: this new power cruiser from Victory performs well in every aspect and is genuinely fun to ride.

This is the first 2013 model in Vic’s stable, and it isn’t replacing any current models but is in addition to the rest of the Victory lineup for 2012. Expect to see the Judge in dealers by April, with its consumer debut during Daytona Bike Week 2012. The Suede Nuclear Sunset or Sunset Red colors will retail for $14,399.

Motus Reveals 2012 Production Plans

After a year of extensive testing and development, Motus Motorcycles are back at Daytona Bike Week with full 2012 production plans, including pricing, accessories, specifications, availability, and an initial list of Authorized Motus Dealers.

The 2011/2012 American Sport Tour led Motus through the laboratory, around racetracks, across the country, and back to Daytona for Bike Week. Both the MST and MST-R have been ridden from Alabama to California, up its coast and over its mountains, across the desert, through the Bonneville Salt Flats, over the Colorado Rockies, past purple mountains, and between fields of corn, cows, and amber waves of grain. In addition to the Big West leg of the Sport Tour, the MST’s also traveled to the Northeast from Birmingham to Boston and eventually covering a total of 29 states during this year of real-world dynamic testing. Motus is now preparing for Fall 2012 production of the initial 2013 model year of Motus.

Motus Motorcycles is back at Daytona with the 2012 MST Production bike plans.

Motus is displaying the MST and MST-R motorcycles during Bike Week at Daytona Ducati, BMW Triumph,March 15-17, and is on hand to answer questions and take reservations for a limited number of 2013 MST’s.

The MST and the premium MST-R are comfortable sportbikes designed for long-range canyon carving, solo or two-up. Both are exhilarating, charismatic machines powered by the mighty V4 Baby Block engines and both are offered with various accessories and upgrade options.

2013 Motus MST- starting at $30,975

2013 Motus MST Standard Equipment
• V4 Baby Block, 1650cc liquid cooled, 165 horsepower
• 6-Speed, dual-overdrive
• Electronic fuel injection
• Electronic throttle control
• 720w alternator
• Öhlins R&T adjustable front suspension
• Progressive mono-shock rear suspension with remote preload adjuster
• Brembo calipers
• Aluminum wheels with wave rotors
• Powerlet port
• Michelin tires
• Removable side cases by Givi
• Premium Sargent seat
• 20,000 mile XW-ring chain by RK
• Hybrid rear sprocket with lifetime warranty
• Centerstand

2013 Motus MST Optional Equipment
• 30 liter top case by Givi
• Adjustable windscreen
• Adjustable handlebars
• Dual rear Powerlet port
• Heated seat
• Heated grips
• Premium low seat by Sargent
• Rear storage rack
• Touring windscreen

2013 Motus MST Color Options
• Speed Silver Metallic
• Flame Red Metallic

2013 Motus MST Warranty
• 2 years, unlimited mileage

2013 Motus MST-R- starting at $36,975

2013 Motus MST-R Standard Equipment
• V4R Baby Block, 1650cc liquid cooled, 185 horsepower
• 6-Speed, dual-overdrive
• Electronic fuel injection
• Electronic throttle control
• 720w alternator
• Öhlins R&T NIX adjustable front suspension
• Öhlins TTX mono-shock rear suspension with remote preload adjuster
• Brembo M4 monoblock calipers
• Forged OZ aluminum wheels with wave rotors
• 3 Powerlet ports
• Michelin tires
• Removable side cases by Givi
• Premium Sargent seat
• 20,000 mile XW-ring chain by RK
• Hybrid rear sprocket with lifetime warranty
• Centerstand

2013 Motus MST-R Optional Equipment
• 30 liter top case by Givi
• Adjustable windscreen
• Adjustable handlebars
• BST carbon fiber wheels
• Heated seat
• Heated grips
• Premium low seat by Sargent
• Rear storage rack
• Touring windscreen

2013 Motus MST-R Color Options
• Strong White
• Carbon Black

2013 Motus MST-R Warranty
2 years, unlimited mileage

Dealers and Availability
Motus is proud to announce its initial list of Authorized Motus Dealers and will continue to build a network of the finest dealers in the country. These stores, and others that will be added in the upcoming months, will begin receive their first shipments of 2013 MST’s in the Fall.

AF1 Racing, 304 East Cesar Chavez, Austin, TX, 78701, 512-482-8377 www.af1racing.com, ed@af1racing.com
“AF1 Racing is very excited to add the American-made Motus MST and MST-R motorcycles to our line-up. We are currently a premier Aprilia (#1 dealer in the USA), Vespa, and Moto Guzzi dealer with two locations in Texas and an emphasis on high performance, road racing, and dyno tuning. Having followed the progress of Motus since the very beginning, we feel they will be a great addition to our showroom. The new Motus is such an innovative American motorcycle and it’s so different from anything out there.”- Ed Cook, co-owner, AF1 Racing Austin, Texas

Battley Cycles, 7830 Airpark Road, Gaithersburg, MD, 20879, 301-948-4581 www.battley.com, info@battley.com
“For 27 years Battley Cycles has been Maryland’s premium brand motorcycle dealer selling BMW, Ducati, Yamaha, and Harley-Davidson. Battley is proud to add the Motus line to our line-up as it represents a new American standard in motorcycle manufacturing. Motus is committed to using the best parts in the hand-assembling of their vehicles, and we know that true enthusiasts will agree with us in categorizing the Motus as one of the world’s emerging premium brands.” -Devin Battley, Director of Happiness, Battley Cycles, Gaithersburg, MD

Cruisin' 66, 1310 S Glenstone Avenue, Springfield, MO, 65804, 417-891-9998 www.cruisin66cycles.com,  sales@cruisin66cycles.com
“We are thrilled to offer another high performance American motorcycle to our customers at Cruisin’ 66. The Motus MST’s are perfect for the long windy roads around Missouri and, as Cruisin’ 66 is a destination store and a Top 100 Dealer, we think we can add a lot of visibility to Motus in our area.” -Tim Woodsome, co-owner, Cruisin’66, Springfield, Missouri

Moto Corse Performance, 11227 NE 9th Avenue, Fort Lauderdale, FL 33304, 954-522-8047 www.motocorseperformance.com, Contact@EuropeanMotorsportsInc.com
“At Moto Corse Performance, we are high performance enthusiasts, so we’re glad to finally see an American sportbike that can compete with the Europeans, and we’re really excited to offer the Motus MST’s in South Florida”- Chris Boy, Owner, Moto Corse Performance, Ft. Lauderdale, FL
Fort Lauderdale, FL 33304 USA
Motus Louisville, 1700 Arthur Street, Louisville, KY 40208, 502-634-1340 www.harleydavidsonlouisville.com, questions@MotusLouisville.com
“We can't wait to introduce Motus to the Ohio River Valley. With the some of the greatest riding in the country, we will be a perfect fit for the ultimate American riding machine.”- Brett Moxley, General Manager, Motus Louisville, Louisville, Kentucky

Redline Performance Motorsports, 7331 George Washington Memorial Parkway, Yorktown, VA, 23692, 757-989-5000
www.redlinemotors.com, david@redlinemotors.com
“Redline Performance Motorsports has been known as the #1 dealer for European exotic and luxury motorcycles. We are now excited to offer the best of two continents with the launch of Motus, makers of fine American sportbikes. Our legendary customer service will complement the elite buyer’s of the Motus models. We are proud to partner with a US manufacturing company that exceeds all other US produced motorcycles to date.” –David Lillard, President, Redline Performance Motorsports, Yorktown, Virginia

Riders Hill, 3003 Morrison Moore Parkway E, Dahlonega, GA, 30533, 706-864-7777
EuropeanMotorsportsInc.com, contact@europeanmotorsportsinc.com
“European Motorsports at Riders Hill is proud to announce Motus as our fourth line of fine motorcycle brands, joining Aprilia, Moto Guzzi, and MV Agusta. We are located in beautiful Dahlonega, GA at the start of the world famous motorcycle routes through the North Georgia mountains, and Motus is a perfect fit with its advanced design, incredible handling, and beautiful styling. We are excited and privileged to be representing this new American, hand-crafted motorcycle line!” – Susan Lancaster, co-owner, European Motorsports at Riders Hill, Dahlonega, GA

RPM Cycles, 13700 N. Stemmons Freeway, Farmers Branch, TX, 75234, 972-620-3883 www.rpmcycletx.com cliff@rpmcycletx.com
“RPM Cycle is built on the excitement of the unique brands we carry. Whether it is a long-standing marque such as Triumph or Moto Guzzi or a performance company like KTM, RPM Cycle fills customer needs with great individuality. Exclusivity tends to be the trend for us, with Motus adding a new, distinct, and exciting echelon to the RPM Cycle hierarchy”- Boris Loera, Store Manager, RPM Cycle, Dallas, Texas

2012 BMW F800ST

2012 BMW F800ST

2012 BMW F800ST

2012 BMW F800ST

2012 BMW F800ST

 

2012 BMW F800ST Review

2012 BMW F800ST

Riding a motorcycle is simply great fun. Whether you take a short sporty tour cross country, a trip through the city or a long holiday trip with luggage. That's right - every ride means pure pleasure! This kind of versatility requires an all-rounder which gives the rider whatever is needed - both on winding roads and for fast motorway travel.

But common sense is important too: economy, reliability and no complications are just as important as a great visual appearance and pure fun on the road - whether in the city or for sporty weekend tours. The BMW F 800 ST is just such a universal talent, combining pleasure and common sense.

This is what a sports touring bike looks like - combining touring fun and comfort with an impressive sporty touch: elegant, functional trim with superb wind and weather protection. A powerful, highly sophisticated 2-cylinder in-line engine with 80 hp which fulfills the toughest environmental standards and is right up there when it comes to torque levels. Modern toothed belt drive with loss-free power transmission and without any load alteration, easier on maintenance than a chain drive and with higher durability.

The chassis gives you dynamic and stress-free pleasure on winding country roads, you enjoy uncomplicated handling in the city and can cover lengthier distances including swift spells on the motorway with a high degree of ride stability. And as is characteristic of BMW, there are many intelligent accessory ideas which will enable you to put together your own personal sports touring bike.

Why not go to your BMW Motorrad dealer to test drive the F 800 ST? Then you'll find out what we mean by "serious fun"!

Serious touring

the BMW F 800 ST shows you how much fun you can have with common sense.

Riding a motorbike is simply great fun. Whether you take a short sporty tour cross country, a trip through the city or a long holiday trip with luggage. That's right - every ride means pure pleasure! This kind of versatility requires an all-rounder which gives the rider whatever is needed - both on winding neighbourhood roady and for fast motorway travel. But common sense is important too: economy, reliability and no complications are just as important as a great visual appearance and pure fun on the road - whether in the city or for sporty weekend tours. The BMW F 800 ST is just such a universal talent, combining pleasure and common sense.

This is what a sports touring bike looks like - combining touring fun and comfort with an impressive sporty touch: elegant, functional trim with superb wind and weather protection. A powerful, highly sophisticated 2-cylinder in-line engine with 85 bhp which fulfils the toughest environmental standards and is right up there when it comes to torque levels. Modern toothed belt drive with loss-free power transmission and without any load alteration, easier on maintenance than a chain drive and with higher durability. The chassis gives you dynamic and stress-free pleasure on winding country roads, you enjoy uncomplicated handling in the city and can cover lengthier distances including swift spells on the motorway with a high degree of ride stability. And as is characteristic of BMW, there are many intelligent accessory ideas which will enable you to put together your own personal sports touring bike.

Why not go to your BMW Motorrad dealer to test drive the F 800 ST? Then you'll find out what we mean by "serious fun"!

2012 BMW F800ST Model Highlights

Standard Factory Equipment:

Engine/Driveline
2 cylinder 4 stroke parallel twin engine
4 Valve cylinder heads
Digital engine management
Closed loop 3 way catalytic converter with oxygen sensor
Toothed belt drive
Complete stainless steel exhaust system

Running Gear
Single disk rear brake
Hydraulic rear spring preload adjuster
Spoke cast aluminium wheels
Single aluminium swinging arm
Prop stand with starter inhibit
Braided steel brake hoses
Continuously adjustable rear rebound damping
Twin disk front break
Front mudguard close to wheel

Electronics
Permanent headlamp beam
Electric immobiliser
Info flat screen (digital clock, total and 2 trip odometers, cruising range indicator, service interval indicator)
Power socket
Speedometer and revolution counter
Hazard warning flashers

Equipment
Cockpit fairing fixed to frame
One key system for ignition, steering, fuel filler cap and seat lock
Adjustable hand brake and clutch levers
Integral ignition switch and steering lock
One piece seat
Pillion Rider footrests and grab rails
Windshield
Toolkit

 

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2012 BMW F800ST - American Specifications/Technical Details
US MSRP Price: $12,550 USD

Engine
Type Water-cooled, 4-stroke in-line two-cylinder engine, two overhead camshafts, four valves per cylinder, dry sump lubrication
Bore x stroke 82 mm x 75.6 mm
Capacity 798 cc
Rated output 85 hp (62.5 kW) at 8,000 rpm
Max. torque 63 lb/ft (86 Nm) at 5,800 rpm
Compression ratio 12.0 : 1
Mixture control / engine management Electronic intake pipe injection / digital engine management (BMS-K+)
Emission control Closed-loop 3-way catalytic converter, emission standard EU-3
Performance / fuel consumption
Maximum speed Over 125 mph (200 km/h)
Fuel consumption per 100 km at constant 90 km/h 69 mpg, at a constant 55 mph
Fuel consumption per 100 km at constant 120 km/h
Fuel type Unleaded super.
Electrical system
Alternator three-phase alternator 400 W
Battery 12 V / 14 Ah, maintenance-free
Power transmission
Clutch Multiple-disc clutch in oil bath, mechanically operated
Gearbox Constant mesh 6-speed gearbox integrated into crankcase
Drive Belt drive with shock damper
Chassis / brakes
Frame Bridge-type frame, cast aluminum, load-bearing engine
Front wheel location / suspension Telescopic fork, Ø 43 mm
Rear wheel location / suspension Cast aluminum single-sided swing arm with eccentric adjustment for rear axle, central spring strut, spring pre-load hydraulically adjustable (continuously variable) at handwheel, rebound damping adjustable
Suspension travel front / rear 5.5/5.5 inches (140/140 mm)
Wheelbase 57.7 inches (1,466 mm)
Castor 3.7 inches (95 mm)
Steering head angle 64.2°
Wheels Cast aluminum wheels
Rim, front 3.50 x 17"
Rim, rear 5.50 x 17"
Tyres, front 120/70 ZR 17
Tyres, rear 180/55 ZR 17
Brake, front Dual disc brake, floating brake discs, diameter 320 mm, 4-piston fixed calipers
Brake, rear Single disc brake, diameter 265 mm, single-piston floating caliper
ABS Optional extra: BMW Motorrad ABS
Dimensions / weights
Length 86.4 inches (2,195 mm)
Width (incl. mirrors) 33.9 inches (860 mm)
Height (excl. mirrors) 48.2 inches (1,225 mm)
Seat height, unladen weight 33.1 inches (840 mm),
low seat 32.1 inches (815 mm),
low suspension/seat 29.9 inches (760 mm)
Inner leg curve, unladen weight
Unladen weight, road ready, fully fuelled 1) 461 lbs (209 kg)
Dry weight 2) 412 lbs (187 kg)
Permitted total weight 893 lbs (405 kg)
Payload (with standard equipment) 432 lbs (196 kg)
Usable tank volume 4.2 gallons (16.0 liters)
Reserve Approx. 1 gallon (4.0 liters)
" Technical data relate to the unladen weight (DIN)
" 1) According to guideline 93/93/EWG with all fluids, fuelled with at least 90% of usable tank volume
" 2) Unladen weight without fluids

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2012 BMW F800ST - Canadian Specifications/Technical Details
Canada MSRP Price: $12,550 CDN

Technical Specifications:
Engine Type: 2-cylinder, 4-stroke, 8 valve, liquid cooled
Displacement: 798 cc
Output: 85 bhp at 8,000 rpm
Transmission: 6-speed
Seat Height: 840 mm
Optional Seat Height: 815 mm
Dry Weight: 187 kg (412 lbs)
Fuel Tank Capacity: 16 l
Consumption (l/100km at 120km/h): 4.4 l
Warranty Coverage: 36 months, unlimited kilometres
Roadside Assistance: 36 months

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2012 BMW F800ST - UK Specifications/Technical Details
Europe MSRP Price: £7,495 GBP

Engine
Type Water-cooled, 2-cylinder, 4-stroke, four valves per cylinder, two overhead camshafts, dry sump lubrication
Bore x stroke 82 mm x 75.6 mm
Capacity 798 cc
Rated output 62.5 kW (85 hp) at 8,000 rpm (output reduction to 25 kW (34 hp) at 7,000 rpm possible)
Max. torque 86 Nm at 5,800 rpm (with output reduction: 55 Nm at 3,500 rpm)
Compression ratio 12.0 : 1
Mixture control / engine management Electronic intake pipe injection / digital engine management (BMS-K)
Emission control Closed-loop 3-way catalytic converter, emission standard EU-3
Performance / fuel consumption
Maximum speed Over 200 km/h
Fuel consumption per 100 km at constant 90 km/h 3.4 l
Fuel consumption per 100 km at constant 120 km/h 4.4 l
Fuel type Unleaded super, minimum octane rating 95 (RON)
Electrical System
Alternator three-phase alternator 400 W
Battery 12 V / 14 Ah, maintenance-free
Power transmission
Clutch Multiple-disc clutch in oil bath, mechanically operated
Gearbox Constant mesh 6-speed gearbox integrated into crankcase
Drive Belt drive with shock damper
Chassis / brakes
Frame Bridge-type aluminium frame, load-bearing engine
Front wheel location / suspension Telescopic fork, Ø 43 mm
Rear wheel location / suspension Cast aluminium single-sided swing arm with eccentric adjustment for rear axle, central spring strut, spring pre-load hydraulically adjustable (continuously variable) at handwheel, rebound damping adjustable
Suspension travel front / rear 140 mm / 140 mm
Wheelbase 1,466 mm
Castor 95 mm
Steering head angle 64.2°
Wheels Cast aluminium
Rim, Front 3.50 x 17"
Rim, rear 5.50 x 17"
Tyre, front 120/70 ZR 17
Tyre, rear 180/55 ZR 17
Brake, front Twin disc, floating brake discs, diameter 320 mm, four-piston fixed calipers
Brake, rear Single disc, diameter 265 mm, single-piston floating caliper
ABS Optional extra: BMW Motorrad ABS
Dimensions / weights
Length 2,082 / 2,195 mm
Width (incl. mirrors) 860 mm
Height (excl. mirrors) 1,155 / 1,225 mm
Seat height, unladen weight 840 mm (low seat: 815 mm)
Inner leg curve, unladen weight 1,850 mm (low seat: 1,820 mm)
Unladen weight, road ready, fully fueled 204 / 209 kg
Dry weight 182 / 187 kg
Permitted total weight 405 kg
Payload (with standard equipment) 201 / 196 kg
Usable tank volume 16.0 l
Reserve approx. 4.0 l

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2012 BMW F800ST - Australian Specifications/Technical Details
AUS MSRP Price: See dealer for pricing.

Engine
Type Water-cooled, 2-cylinder, 4-stroke, four valves per cylinder, two overhead camshafts, dry sump lubrication
Bore x stroke 82 mm x 75.6 mm
Capacity 798 cc
Rated output 62.5 kW (85 hp) at 8,000 rpm (output reduction to 25 kW (34 hp) at 7,000 rpm possible)
Max. torque 86 Nm at 5,800 rpm (with output reduction: 55 Nm at 3,500 rpm)
Compression ratio 12.0 : 1
Mixture control / engine management Electronic intake pipe injection / digital engine management (BMS-K)
Emission control Closed-loop 3-way catalytic converter, emission standard EU-3
Performance / fuel consumption
Maximum speed Over 200 km/h
Fuel consumption per 100 km at constant 90 km/h 3.4 l
Fuel consumption per 100 km at constant 120 km/h 4.4 l
Fuel type Unleaded super, minimum octane rating 95 (RON)
Electrical System
Alternator three-phase alternator 400 W
Battery 12 V / 14 Ah, maintenance-free
Power transmission
Clutch Multiple-disc clutch in oil bath, mechanically operated
Gearbox Constant mesh 6-speed gearbox integrated into crankcase
Drive Belt drive with shock damper
Chassis / brakes
Frame Bridge-type aluminium frame, load-bearing engine
Front wheel location / suspension Telescopic fork, Ø 43 mm
Rear wheel location / suspension Cast aluminium single-sided swing arm with eccentric adjustment for rear axle, central spring strut, spring pre-load hydraulically adjustable (continuously variable) at handwheel, rebound damping adjustable
Suspension travel front / rear 140 mm / 140 mm
Wheelbase 1,466 mm
Castor 95 mm
Steering head angle 64.2°
Wheels Cast aluminium
Rim, Front 3.50 x 17"
Rim, rear 5.50 x 17"
Tyre, front 120/70 ZR 17
Tyre, rear 180/55 ZR 17
Brake, front Twin disc, floating brake discs, diameter 320 mm, four-piston fixed calipers
Brake, rear Single disc, diameter 265 mm, single-piston floating caliper
ABS Optional extra: BMW Motorrad ABS
Dimensions / weights
Length 2,082 / 2,195 mm
Width (incl. mirrors) 860 mm
Height (excl. mirrors) 1,155 / 1,225 mm
Seat height, unladen weight 840 mm (low seat: 815 mm)
Inner leg curve, unladen weight 1,850 mm (low seat: 1,820 mm)
Unladen weight, road ready, fully fueled 204 / 209 kg
Dry weight 182 / 187 kg
Permitted total weight 405 kg
Payload (with standard equipment) 201 / 196 kg
Usable tank volume 16.0 l
Reserve approx. 4.0 l

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