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Driving report: M-Tec BMW HP2 Megamoto Sport
Boxer power and Mgamoto comfort
Ex works, the Megamoto is a comfortable companion, the HP2 Sport a well-trained sports friend. What happens when you pair the power of the sports boxer with the comfort of the Megamoto?
Round one begins with a solid defeat. The Megamoto has
With a full boxer hum, pushed through the slow evening rush hour traffic and stands in front of the traffic lights. Red-yellow, gas on, stalled, the sardonic hoot of horn follows from behind: The rocker up there messed it up! M-Tec boss Michael Muhlmann specifically pointed out the shift pattern in reverse: "Gell Buam, you want to let it fly properly in the curves." But flying stands in contrast to decades of conditioning as a normal Otto driver: first gear down, the rest up. Not with this Megamoto. When shifting gears, concentration is always the order of the day, despite the convenient combination of an automatic gearshift and an anti-hopping clutch. But only there. Everything else is done by hand with the M-Tec conversion: especially thanks to the excellent coordination-
ten Boxers, who stands really well in the feed and thus makes a lot of fun, especially on the country road.
The originally 113 series horses have now grown to 129 hp with homemade camshafts and a new piston set with higher compression. Correspondingly, the Megamoto hits hard in terms of torque output. You not only feel this with every turn of the throttle, it is also confirmed by a sober look at the torque values. The fact that the boxer hangs so directly and greedily on the gas has to do with the fact that a finely tuned Power Commander V intervenes in the mapping. Which, of course, does not get the blessing of German surveillance organizations.
While Muhlmann left the front of the Megamoto relatively close to the series except for small Kellermann indicators and hardly any larger Gonia mirrors, he let off steam all the more at the rear. The original carbon monocoque of the HP2 Sport stretches over the rear of the Megamoto like a damn tightly cut mini dress. Slender Akrapovic pots loll under it. And if it is classy, then right: the tightly padded individual seat is covered with soft Alcantara leather – and the bottom line is anything but uncomfortable.
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Finely adjusted: standard strut revised with a soft spring.
The wide LSL handlebar, with which the M-Tec Boxer can be precisely steered through the winding bends in the northern Black Forest, lies just as well in the hand. The Pirelli Rosso Corsa III tires, which are mounted on the carbon wheels, which weigh just under five kilograms, need temperature, but then provide crystal-clear feedback. Thanks to the finely reworked shock absorber, the boxer can iron stably even over uneven slopes. At most, you can feel a certain sluggishness in fast alternating curves – but after all you are not sitting on a feather-light supermoto, but still on a robust boxer weighing almost 200 kilograms and around 1200 cubic meters. So round two goes to the Megamoto. And if the pilot has an eye on the gear indicator the next time he starts traffic lights, it should also work with lap three.
Technical specifications
Drawing: MOTORCYCLE
Measurements on Dynojet roller test stand 250, corrected according to 95/1 / EG, maximum possible deviation five percent.
engine
Air / oil-cooled two-cylinder four-stroke boxer engine, one overhead, chain-driven camshaft, four valves per cylinder, injection, Ø 47 mm, regulated catalytic converter, hydraulically operated single-disc dry clutch, six-speed gearbox, cardan shaft, secondary ratio 2.82.
Bore x stroke 101.0 x 73.0 mm
Displacement 1170 cc
rated capacity 94.9 kW (129 hp) at 7500 rpm
Max. Torque 131 Nm at 6100 rpm
landing gear
Steel tubular frame, load-bearing motor, upside-down fork, Ø 45 mm, adjustable rebound and compression damping, two-joint single-sided swing arm made of aluminum, suspension strut, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, four-piston fixed calipers, Rear disc brake, Ø 265 mm, double-piston floating caliper. Tires 120/70 ZR 17; 180/55 ZR 17
Dimensions + weights
Wheelbase 1610 mm, steering head angle 61.4 degrees, caster 95 mm, suspension travel f / r 160/160 mm, seat height * 905 mm, weight with a full tank * 196 kg, payload * 178 kg, tank capacity 13 liters.
Readings
Top speed 226 km / h
acceleration
0-100 km / h 3.4 sec
0-200 km / h 11.0 sec
Draft
60-100 km / h 3.7 sec
100-140 km / h 3.7 sec
Conversion parts + prices
Base vehicle BMW HP2 Megamoto (without ABS): 17,300 euros
Remodeling costs: 18160 euros
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Wonderfully tuned: the M-Tec BMW HP2 Megamoto Sport.
Remodeling (Excerpt): engine tuning kit with M-Tec camshafts, pistons, coordination work and TÜV entry: 3000 euros; Powercommander V: 369 euros; Slipper clutch: 999 euros; Automatic switch: 199 euros; Frame conversion with TÜV entry: 780 euros; Carbon rear HP2 Sport: 1999 euros; Akrapovic / M-Tec high-up carbon exhaust system with TÜV: 2999 euros; Alcantara bench: 899 euros; Front spoiler HP2 Sport with M-Tec mounting kit 2149 euros; Redesigned shock absorber with a soft spring and a new shim package: 225 euros; CNC valve cover: 599 euros; BST carbon wheels 3.50 x 17; 6.0 x 17 with TÜV entry: 3499 euros; Contact: M-Tec, Tel. 08124/445966, www. m-tec.org
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