Stv: Daring To Be Different
STV: DARING TO BE DIFFERENT
WHAT IS THIS UNUSUAL conveyance, and why does it exist? It’s called the Single Track Vehicle, and it exists because builder (inventor?) Jon Watkins was looking for alternative transportation.
“All normal motorcycles have going for them is that they’re fun,” says the retired businessman, who made a for-tune in the spa business. “I wanted something that had the convenience and utility of a car, but with the ability to lean into corners like a motorcycle.”
So the STV is Watkins’ attempt to provide motorcyclists with crash and weather protection, plus carstyle seating and a trunk, in a twowheeled package.
Mostly, the STV works like a motorcycle, except for what you do with your feet. Rather than put them on the ground at stops, you press a large actuating arm through an equally large arc, which in turn deploys the outriggers. The motion is not unlike doing leg presses at the gym, except with power assist.
With your feet busy, a twoway air-shifter welded to the handlebar-mounted clutch lever is used to change gears. Front braking is done in the normal fashion, while the rear brake is activated by thumbing a lever on the left bar. All of which makes for a busy left hand.
Because the STV riding experience is so unusual, it’s easy to ignore the fact that its basic numbers are pretty uninspiring. According to Watkins, this second-generation, tube-framed prototype makes 35 horsepower, has a 94-inch wheelbase and weighs 850 pounds.
It is, however, a viable and entertaining means of transport once you are familiar-and comfortable—with the basics of making it go. While power from the Kawasaki KLX650 Single isn’t abundant, there is enough to ditch traffic. Steering is essentially the same as on a motorcycle, although since you’re belted in, all steering inputs run through cable linkage from the handlebar to the top tripleclamp. This makes for a “feelless” front end. Turn-in is quick, what with only 20 degrees of rake and 3.5 inches of trail. The brakes, however, are the weakest link; the EX500 stoppers are simply overwhelmed.
Not surprisingly, the most difficult part to learn is the transition from wheels down at a stop to wheels up underway. A half-retract position allows the rider to plop the STV on its side for tight U-turns, although disregarding your sense of balance to accomplish this is counterintuitive. Nonetheless, after a day of riding I found the STV easier to operate than a sidehack, and more useful than a scooter. Not bad for a “garage” project. So, how much of his personal worth has Watkins spent in 10 years of STV R&D? “If I tell you how much I’ve spent, people will either think I’m lying or crazy,” he says with a smile. “It hasn’t been cheap, but learning never is. I’m not in this for the money. I’d like to see a big manufacturer take the idea and refine it. It can be so much better than it is.” Any takers? -Mark Hoyer
