The Kneeslider

Doers Builders and Positive People

Motus V4 Engine Video

By

Motus KMV4 engine on dyno test stand
Motus KMV4 engine on dyno test stand

For those of us waiting to hear about the latest developments from Motus, seeing this video is just what the doctor ordered. Watch the video, listen to the engine, imagine what that will be like in the bike.

Video below:

Link: Motus Motorcycles
Link: drive by

Comments

  3. This would also be a great solution to the problem of electric motorcycles that are too quiet or sound somewhat uninspiring. Just remove the batteries, controller and electric motor, install one KMV4 engine, start it up, drive away, problem solved. 🙂

  6. I’m wondering why we have no specs? RPM, Torque, BHP, weight – all that good stuff. Why a two valve head? I’d like to see cutaways of the engine and that 6-speed box too.

    Open it out flat and you have Honda’s GL1200 (which I’m familiar with) which is an exceptionally reliable old beast. A mechanic once told me that they were the worst bike he’d ever seen for business …. because they ran forever and never came in for heavy maintenance, “Statistically,” he said, “this thing will get written off in a shunt before it ever needs engine work!”

    Without figures, I’m not sure what Motus are aiming at. A performance engine or a reliable hauler. Staying with a wet sump would indicate the latter.

  8. The Motus has an impressive sound from a clean looking engine design. What I like best thus far — besides the fantastic sound — is that they are not making a lot of wild claims about their intentions, ala MotoCzysz’ MotoGP effort.

    Much of designing and building a new engine or vehicle is all known science and engineering now as long as the design isn’t excessive in some area and the Motus design is intentional simple for a V4. Dogged work in overcoming countless reliability, legal, and regulatory hurdles will be the next step. To quote a German engine development engineer I know, “To make such an engine and drive it around a little bit is easy, to make it for production is another matter.”

    Along the way as all the technical stuff is done they have to make sure they’ve wrapped their wonderful engine in a styling package that isn’t off-putting to potential customers (Victory Vision and Morbidelli V8 come to mind). The styling sketch of their sport tourer on the Motus web site is weird if not butt ugly.

    I believe if Motus have made a misstep so far it’s that they seem focused on the sport touring concept. From a market view point, sport touring is a niche market. A better market target would be something akin to a standard bike that could be outfitted to suit a wide range of tastes.

    I hope Motus succeeds. I think it would be great to see a solid, real world motorcycle from America, and one that is not targeted at only the wealthy few.

  9. Hawk, stating the obvious, the GL1200 was overhead cam; a little more modern than the Motus. I imagine this bike is aimed more at the type that bought Buells; people who don’t like to have too many RPMs when they’re going somewhere in earnest. The dialogue of the video suggests they wanted to build a motor that wasn’t intimidating to the average gear head who wanted to tear into it and modify it. This could mean there may be a strong potential aftermarket opportunity if this thing takes off. A little big for my tastes but it’s not my (tight fisted) money their after now, is it.

    -todd

  10. For those of us who grew up wrenching on American V8s, the look and sound of the KMV4 hits a sweet spot. Hawk, they have specs on their site, and they remind me of pushrod V configuration engines, which seem to work pretty well for the Corvettes Katech builds, and in the stock state of tune you most likely have a strong performer with loads of room in reserve for additional horsepower should you desire it. I, too, love the film’s dialogue suggesting it’s the kind of starting point a lot of mechanically minded owners would have a great time with, not a high strung engine ready to blow if you push it much further. Did I mention how much I love that sound?

    Doug, you seem to think sport touring is a misstep, I disagree. This isn’t some young kid’s sport bike nor an entry level standard. The experienced rider who appreciates engines will want to ride all day with the kind of deep powerband the engine is likely to have and he gets to listen to the sound while he’s tooling around his favorite roads or roads in the next state. Heck, it’s the kind of bike you would fire up just to listen to it idle.

  11. Now that is what I call music! The sound of this engine is so much better than that of a v-twin. Combine this with the news that BMW will launch their new inline six next year and we are really in for some sweet new tunes soon.

  12. The V configuration is about the best for a Motorcycle engine, narrow at the bottom for a low mounting position without comprimising cornering ability. High Torque and easy to service, and last but not least something different to look at. We are lucky to be alive at a time where all these choices are available!!

  14. That sound gives me a woody! Doesn’t matter if it’s a pushrod, overhead cam, flathead, who cares? If it sounds like this, we all need to have one. I know a place where I could wring it’s neck all day long and listen to the concert!

  15. I like it but I was wondering if when cornering if you throttle it if the torque will try to pull you one way or the other. Sound good if nothing else. Any of you Guzzi guys have that problem?

  16. great engine put it in a mini pickup! bikes need to be wound up and wrung out to make power. that thing is pure horsepower and torque! Nice! is this the best app for it?

  18. GREAT article Paul!

    This Motus engine is very exciting, I’d love to see & hear it ‘in the flesh’!

  19. Let me state the obvious here: This is hardly a new idea. Since 1990 Honda has been building 90 deg. V-4 engines in two different bikes: The “ST” (1100cc & 1300cc) and “VFR” (800cc & 1200cc) models. All are liquid cooled but with 4 valves/cyl and DOHC.

    The Motus V-4 is good to look at and has a great voice, but I sincerely doubt any of the “custom chopper” builders would give it the time of day.
    NVUH

  20. Tinman, I’m not sure the V-twin is the “Best” configuration unless you’re talking about the best for a Harley. Not many Harleys are renowned for cornering abilities, not many Ducatis are know for ease of maintenance and torque is a product of bore, stroke, piston and combustion chamber design, cam, exhaust and carb configuration. Otherwise Ducatis and Harleys would be the same. V-twin different to look at? I think thats 95% of what I’ve seen on the road for the past 15 years!

    There are lots of configurations that would work, but the designs that hit the showrooms are usually a result of marketing and the coolest packaging. Going by performance in a two wheeled application, it seems the inline-4 has had the edge for the last 40 years. When Yamaha introduced the water cooled, inline-4,Genesis 5-valve motors with 27K miles between valve adjustments in the mid-80’s, they just about sealed the deal. No, they didn’t come in a chopper package, but choppers were not the rage again yet.

    NVUH, This thing wailing away on the dyno with what must be wide open exhausts, somehow doesn’t remind me of all the ST’s or VFR’s I’ve ever heard.

    That said, I was all tucked in on my tricked out 750/880cc Yamaha Seca at Willow Springs (1991?), doing at least 135 on the front straight, when an RC30 Honda (V-4) blew by me, just as the rider ckicked into top gear. The bike had a trick “Very Open” exhaust that had a sound I’ll never forget! The other bike (V-4) that had a sound to die for was the factory Honda FWS which was a VFR with something around 860cc I believe. I don’t think anyone outside the factory knows for sure. It had a loud, flat, almost low RPM tone at high speed. Very unique and I think in the AMA it was undefeated?

    Paul, This is 180 out from electric bikes! Electric bikes are so…..last week! Also, without knowing the displacement or power output, I bet this thing will require a fairly robust chassis to keep it going in a straight line.What’s the “Plant” weigh? It looks light and if they went to the trouble of tooling up for carbon rocker covers, does that mean they’re trying to shave every ounce or are they already thinking about cosmetics?

  21. Checked the website. Power is 140 (I assume engine only on the dyno), no weight, but overall dimsions are given. This motor is physically LARGE. Twenty four inches long! Add a radiator in front and a swingarm in back and they’ll need to be innovative with the packaging as well. Looks very impressive though.

  22. Mule, the electric swap comment was very tongue in cheek.

    @NextVoiceUHear “but I sincerely doubt any of the “custom chopper” builders would give it the time of day.”

    The custom chopper builders are not the target, this is an entirely different breed of animal, it’s not an S&S V-twin, this is a V4 built by Katech who built the Pratt & Miller Corvette V8 engines, the KMV4 is already on the radar of the race car builders who are looking at turning this into a formidable race engine. There’s even talk of how well this would fit into a proposed delta wing Indy Car design that was recently shown. The KMV4 is not your average motorcycle engine, not even close.

    There’s an excellent article in Race Engine Technology magazine that goes in depth with ideas of how this engine could be modified and used in all sorts of applications.

  23. Very cool to see the process from CAD to running engine.

    I don’t know a whole lot about V4 engines, but I wonder why they have 90 degrees between crank throws instead of 180? Wouldn’t 90 degrees make it run a bit rougher?

  24. And after looking at those specs it seems the crank offset is actually 75 degrees, which is even more mysterious.

  25. Hey Jerad- I rode with Guzzi guys in Italy, while on an old flying brick (K100rs), and the torque is there, but not a big deal. It won’t stand you up in the corner or anything. It’s most noticable when you rev it at the light, but the effect drops off once you get moving. Plus, a goose just sounds good!

  26. @discontinuuity, your completely right, a 180 degree offset does make an engine alot smoother, when its used on an in line 4cyl it gives an even firing pattern, fantastc for revs, also called a flat plane crankshaft.

    They state this engine is based on traditional muscle car motors, which from what I understand (someone correct me if i’m wrong here) the majority of run 90 degree offsets (cross plane crankshaft) which, coupled with the fact you have two conrods on the same crank pin, gives the muscle car v8 its unique sound… and torque characteristics.

    Without thinking as far as how removing half of the engine would effect the firing order, id’e say it would be once hell of a tourquey ride.

  27. Forgot to mention above, for a 90 degree V8, 180 degree offset crank is also even firing order, not just in line 4’s 🙂 my bad

  28. i love it. and as far as chopper builders,i have a new bike on the drawing board(yes i am old school) designed for my retirement and i have yet to finalize the engine choice! sounds awesome and may fit my likings. all with a long putt of 50 mph! with that engines GROWL! again i love the engineering efforts displayed herein! what a beast! many happy rides to you all, WILDCARD

  29. P.S. dont throw rocks at me, the word mainstream and choppers has never “mixed”

  31. hee heeeee hee. the growl of that engine spits fire in any motor heads mindset!

  32. I suspected this engine was no mear bike motor! Fuel efficiency is not great either? My thoughts go to Kawasaki who just came out with a motor which need an electric motor to keep the crank momentum going during low speeds and actually converts to a generator at speed. There’s an efficient engine.

  33. I applaud this effort and wish them all the luck in the world, However, I can’t help but question their decision of a 1600cc, pushrod, V4.
    If you are going to build a clean sheet motorcycle engine which forms the basis of your entire product line for years to come, why would you choose a 1600cc V4. I have no issue with a V4, and actually prefer it over other layouts, but a DOHC, 1000cc, 4 valve with the option of larger bore/stroke combinations up to 1300cc would have made more sense to me. The current choice limits the bike to touring, and power cruiser duty only, which rules out any kind of sportbike. It would have been nice to finally have a real American engine alternative to the current Japanese and European entries in that field, and prove to everyone that it can still be done in the USA. If that goal is achieved, the benefits and rewards for the company would be much more significant, and providing a much higher return on their investment.

  35. Cycleguy, what difference does it make, the displacement? Power, torque band and weight/dimensions should be the primary factors.

    Example: Mid 80’s Yamaha comes out with the 900 Seca. It wasn’t a 750 and it wasn’t a 1000. It’s actual displacement was 853cc. The power was great, the handling great, it had shaft drive and had a bit of a “Comfortable” wheelbase that you could ride all day long. I guess it was a sport-tourer before there was such a thing. But from a sales point of view, it was doomed. It was a cheater against 750’s and couldn’t stay with fast 1000’s. It was doomed to bing an excellent bike without the proper displacement number. 🙁

    Point is, if it’s a 1400cc or 1386cc or 1612cc or whatever the V-4 ends being, who cares? That is, unless it has to fit into the rigid confines of a racing organization. 99.99% of the sport bikes sold never see a race track or are required to fit into a racing rule structure. They can be any displacement that works and hauls a rider butt down the parkway. Crusiers have all manner of crazy displacements and nobody is affected one way or the other.

    My concern with this V-4 is weight. However, with that sound and potential power output, I may be able to make an exception. Speaking of power, I sorta think if you’re going to design a clean sheet V-4 all new engine and tranny for a motorcycle application AND have any aspirations of competition against 1000’s even with a giant displacement advantage, you better be sportin’ something more to the tune of 210-230 HP, not 140!

  36. Mule, in theory you are right, however, a lightweight 1000cc V4 superbike engine can always be retuned for touring and sport touring duty, but there is no way you are going to retune this heavy 1600cc V4 for anything other than a heavy tourer. BMW had to build a brand new engine for their superbike, rather than using their existing inline 4 K bike engines. If they would have designed the superbike motor first, it would have easily done the job in their K bike series as well. BMW can afford to do this but a small company like Motus needs an engine that can serve multiple purposes, and allows them access to broader market segments, superbikes, standards, power cruiser, and touring and even MotoGP once the stock based 1000cc formula is in place next year. Even if they don’t plan on ever racing, they can be an engine supplier to would be teams. Bottom line is, if you can only have one engine, it should have the ability to serve multiple purposes, rather than having one that limits your product line to only one segment.
    If the touring bike segment collapses for any reason, or if the bike is simply not accepted in the touring market, the company is doomed, because the engine will prevent them from exploring other market segments. Take the Ducati L-twin for example, one engine does the job in superbike, street fighter, standard, dual purpose, sport tourer, and soon a power cruiser too. Ducati would never be able to do this if their only engine was a 1600cc pushrod V4.

  37. Try looking at a SCAT V4…they are very similar to this, based on a chevy v8 with two rows removed….Katech ….chevy…SCAT….see any connection? Sound like a Midget Sprint car…I do Love it though!

  38. This motor would be excellent in something similar to a Guzzi Griso. Big burly streetfighter-ish bike with an exhaust note to match. Its not for a shrieking repli-racer or trackday scratcher, nor is it for a plodding chopper.

    Personally I’d love to have one in a nice trellis frame, some top shelf suspension and brakes, and not much else.

  40. I remember when I bought my 1200 Bandit. I paid $4999.00 out the door, spent another grand on motor upgrades and had almost 130 at the wheel. That means probably 140 at the crank. And I didn’t need a design center, a team and a manufacturing facility to get there. Didn’t sound as good, but if you’re invest mountains of time and money, the end result needs to be an improvement that puts you ahead of the competition in some aspect.

  41. Interesting walkaround video: http://www.youtube.com/motusmotorcycles#p/u/3/XjKiKPCd4-0

    Notice the short tubular monoshock frame and the need for an airbox on top of the engine. So not much room for a large capacity fuel tank.

    Other video’s show the chain driven cam, a pity, I would have preferred a gear drive. Remember the CX500, removing the engine to replace the cam chain and tensioner every 30.000 kilometers?

    Opting for OHV reduces the height of the engine and lowers the center of gravity. And looks better too IMHO. At 8000 rpm max. 2 valves will do. These are the only design decisions I agree with.

    The 90′ V-angle and 75′ crackpin offset lead to firing intervals of 345, 90, 195 and 90 degrees. Hence the need for two balance shafts. A 180′ lay-out could do without them. But probably wouldn’t generate the spectacular engine sound.

    Somehow the wet sump sits dangerously low. Will have to be replaced by a dry-sump if you really want to take advantage of the low center of gravity.

    Direct injection. But not a word on lean mixture, stratified combustion, emissions target … If you’re planning to sell this engine worldwide this will need to be addressed.

    Why final chain drive when mounting the engine lengthwise? May be convenient for after market / custom installation purposes. However, a shaft drive makes more sense.

    Not a busines case that would convince investors: illogical design choices, expensive to manufacture if not outsourced to China, Unfavorable present market conditions.

    Prove me wrong please!

  44. After looking at the stats sheet again, I have to wonder how they didn’t get more power out of a 1600. Toyota made some 1.6 L engines in the ’90s with better power than that. Granted they had tricks like 5 valves per cylinder and variable valve timing, but I think it should be possible with today’s technology to get more power, especially with direct injection and 11:1 compression.

  45. Simon, one only needs to look at Harley Davidson for an analogue. Those things are far from being perfect or the ultimate motorcycle (nearly the same size engine with only 67HP…) yet they are successful. I know 99% of this is brand and image but that’s easier to build than the perfect motorcycle.

    -todd

  46. todd, have you signed up for our updates? I think you’ll like our shakedown vehicle. Gonna release pics of that soon.
    -brian

  47. Love the concept of the motor, large displacement and relatively low-tech, but OOPH ! I hope that is just a very early rendering of the bike’s styling. Seriously homely. needs to be more of a cruiser/tourer style. Think 1st gen Valkyrie or current Triumph Rocket III

  48. Brian, I’ll sign up for updates. Never thought of doing that. Let me know when you’re offering test rides…

    -todd

  49. i think that overall,there is a true overlap displayed in this engines design. what with the mix of pushrod and cam configuration with the tech of direct injection. A very exciting design. perhaps low tech when compared with some of todays engine offerings, but as stated by the designers, their idea parameters are brought forth from its conception. an engine that most mechanically inclined consumers can easily maintain and modify and with inherent characteristics that invite simple and proven modifications without taking away from overall engine life.

  51. why all the moaning about big displacement? Purpose-built motorcycle engines with big displacement have their place just as much as small singles….especially when you consider Motus’ design focus (brilliant):

    combine the internationally respected and distinctly American heritage of muscle cars and package it into an agile chassis that can be ridden all day.

    This American ‘musclebike’ motor packaged with 2 legendary Italian styling choices (Ducati trellis frame and Guzzi engine layout) is going to be something to behold. I like the switch to chain-drive so lightweight wheels can be used. (one of the best ways to increase overall performance)

    speaking of which…
    Cycleguy – why wouldn’t Motus be able to apply this motor to other models? Look at what Guzzi has done with their motor. Sure, Guzzi isn’t setting any sales records but any manufacturer would be thrilled to have their resilient allure. And, judging by the Milan show last year and the MGS-01 years ago, Guzzi can realize good sales if they go after it. Enter Motus. They could easily take this into an aggressive sport package and a power cruiser down the road.

    Brian – still looking at around a 57-inch wheelbase? The walk around vid with the rolling chassis is looking incredible!

  52. Looks, and sounds, like a lovely engine – for something with more than two wheels. I respect them for building it, but as has been said it has limited applications as far as bikes go, unlike Triumphs triples or BMW’s Parallel twin 800. Would be good in a light weight sports car such as a Caterham 7.

    That said, I’d bet they could build a bike lighter than Yamaha’s new Super Tenere! And their logo is cool and classic. I wish them all the best and hope to see a lovely new American motorcycle.

    Just remembered what a classic the VMAX has become, maybe they have something after all!

  53. Here is where this concept strikes a chord with me (and obviously others):

    1. It’s American- conceived, designed and built in the good ‘ol USA.

    2. It’s based on the proven (and much loved) American V-8, which instills confidence, pride, and promises a sound that can bring a tear to your eye.

    3. The intended target is the high-end sport-touring buyer who has the experience, the taste, and the money to appreciate and afford this motorcycle.

    4. They do not seem overly concerned with how it’s done in Europe or Japan, which makes sense because this concept is not trying to “win over” customers- this bike is creating a new market segment altogether.

    5. Although many of us love the racing aspect, I see no need for this concept to have any ties with current racing specs. This is a “stand-alone” design concept that doesn’t need to have a racing componet. If anything, when this bike proves successful I can envision a racing series being created around this engine- throwing the currently accepted Euro and Japanese-centric displacement rules out the window.

    6. It’s different- in a distinctly American way, and that creates a demand one feels in the gut that is hard to describe… or ignore. I would very much like to have one of these motorcycles, and it appears I am not alone.

  54. Reminds me of the V-4 tractor motor that was in my old ’68 SAAB. A great car btw.

  55. I can’t understand the logic of a so-called ‘clean sheet’ design – where they turn the drive 90 degrees and then run it again through a chain or belt? Whether or not those are good in themselves, it’s just unecessarily wasted force turning it around, surely…

    Why not straight-line engine to drive-shaft?

    Apparently chains are more efficient – tell that to the 99% of riders who don’t tension it before every ride and end up with much less…

  56. At full bore, that engine sounds like a T-Rex screaming its rage.
    Damn, it’s gonna be fun to ride one of these.