Test: Witec-BMW MonstarMoto

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Test: Witec-BMW MonstarMoto

MonsterQ: BMW MegaMoto from the tuner

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It is not always the tuner’s goal to build the perfect racing grenade. Sometimes the independent character is also in the foreground of a complex renovation. With the Witec-BMW Monstarmoto there is a lot of both.

The organ donors were a BMW HP2 Megamoto and a BMW HP2 Sport. From this, Thomas Eckhardt, the Witec Motorsport owner, has put together a naked bike in cooperation with top-class specialist companies, which, like the greenish monster with the screw on its head, appears quite good-natured in quiet moments.

Eckhardt brought the engine up to the technical level of the HP2 Sport that BMW used in endurance races in 2008. Boxer guru Helmut Mader has removed the balance shaft, reduced the flywheel and finely balanced the crankshaft. Light titanium connecting rods and machined forged pistons were used. The channels are of course machined, the combustion chamber changed and the compression increased. Some crucial points in the engine were given a sliding coating. The drive of the alternator has been changed and made easier. The throttle bodies have also been optimized and the mapping adapted accordingly.

The result is six more horsepower than the HP2 Sport, which we had on the horsepower test bench a year ago. That may seem a bit disappointing, but on the one hand the BMWs in the Munich fleet are always of the kind "Strong as a lion", and on the other hand, the Witec Monstarmoto can do exactly what we noticed about the series HP2 in the test: It fired really effectively between 6000 and 8000 rpm before it ran into the limiter at 8700 rpm. Exactly above this mark, the Witec-BMW puts it clearly on top. The usable power range is therefore wider, especially on the racetrack. The engine runs pretty rough over the entire speed range. No wonder with the missing balance shaft. And the taut, leather-covered bench enhances this impression.

The tuner also got to grips with the transmission and built a secondary shaft with relief-ground claws for fourth and fifth gear. In addition, a modified titanium roller provides a millimeter more depth of engagement in said gears. This leads to a significantly more stubborn switching behavior. As a result, however, the gears should engage much more reliably in tough racing conditions, especially at maximum engine speed with a race shift pattern. In the PS test, the gearbox with an automatic gearshift worked without any problems, even if the required foot force was significantly higher than in the series box of the HP2 Sport.

The gear change clearly reveals this motorcycle as a boxer. The Monstarmoto acknowledges gear changes under full load with a shaker, even if this presented itself much more mildly than on the reference motorcycle brought with it, a series HP2 Megamoto.

Witec-BMW MonstarMoto – driving impressions

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And that brings us to the second organ donor. The souped-up boxer engine is part of a mega-moto. However, this has been changed a lot. The angle of the built-in Megamoto fork can be adjusted by four degrees on the steering head. In the test, it stood in the steepest orientation and helped the Witec BMW to fold down in an almost lightning-fast manner for BMW conditions and when oriented as an upright naked fighter. Coupled with the great freedom of inclination, the Hockenheim Motodrom was a hit for the Bavarian mutant. The fork reacted cleanly to bumps, as did the shock absorber. There is nothing to criticize about the response behavior, and the Metzeler Racetec K3 also showed a clean wear pattern after several test rounds.

In the future, however, a Sachs fork will be used, which can then be set up much more crisp than the series loan. Not a bad idea, because with hard braking attacks such as before the hairpin after the long parabolic, the existing fork seems a bit too comfortable. And while we’re on the subject of replacement measures: Eckhardt would like to treat the new fork to the original HP2 Sport brakes. Again a good idea because these are really known as hammer brakes. The four-piston fixed calipers of the Megamoto installed on the test bike showed slight standing weaknesses after a few laps. ABS is of course not an issue with the Witec bike. Another useful part, at least in its current state, would be a steering damper, because the front reacted nervously at one point or another when loading from low aisles. A wide handlebar in particular leads to additional unrest during such actions.

But let’s stay with the scene "Full throttle towards the hairpin, put the brakes on, shift down": Cream, how especially the latter works. Where boxers usually stamp their way through the cardan like crazy and not infrequently reminded of rodeos, Eckhardt’s monster willingly lets himself step down the aisles and snap out the clutch lever. The anti-hopping clutch from Fat Cat ensures a stubbornly stable rear and cooled emotions.

In any case, this monster cow is a highly individual motorcycle, which of course is not just down to the boxer. There are definitely more effective devices on the racetrack, but such a motorcycle will always stand out – and very far. This characteristic made it impossible for Frankenstein’s monsters to survive. For the Monstarmoto it is precisely this individuality that is the raison d’etre.

BMW-Witec MonstarMoto – PS data

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HP2 Sport doesn’t have any, at least not the series BMW we measured. However, when it comes to the tuning bike, there is one more crucial aspect – and that’s what the race track is all about. The fact that the acceleration values ​​of the series HP are tenths better is probably due to the aerodynamics. In the area suitable for everyday use, the two are almost on the same level, as the curves make clear.

BMW-Witec MonstarMoto – conclusion

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