http://www.bmwmoa.org/bike/ en editor@bmwmoa.org Copyright 2009 2009-11-12T19:42:01-06:00 http://www.bmwmoa.org/site/the_bmw_concept_6/ http://www.bmwmoa.org/site/the_bmw_concept_6/#When:18:42:01Z Last week BMW introduced an inline six-cylinder café racer concept at the 2009 EICMA show in Milan, Italy. The BMW Concept 6 (November 10, 2009) From BMW Motorrad press reports Last week BMW introduced an inline six-cylinder café racer concept at the 2009 EICMA show in Milan, Italy. Six-cylinder power units have always had particular appeal, offering not only supreme smoothness and refinement, but also superior power and performance as well as a truly emotional driving - or, in this case, riding - experience. A further point is that the typical sound of a straight-six almost like a turbine is absolutely incomparable, with straight-six power units at BMW having stood for fascinating engine technology in BMW cars for more than seven decades. Looking at motorcycles, inventive engineers have also tried time and again to offer the enthusiast the thrilling concept of a straight-six power unit. But while a few engines in straight-six configuration have indeed been fitted in motorcycles both lengthwise and crosswise, the straight-six has never really made a genuine breakthrough neither on production models nor in motorcycle racing. Depending on the way the engine was fitted, six cylinders in-line inevitably made the engine either very long or very wide, creating disadvantages in terms of the running gear, weight distribution and the centre of gravity. A further drawback was much higher engine weight usually setting off the benefits of extra engine power.   The BMW Concept 6 now proves that a straight-six, benefiting from the most advanced construction and production technology, may offer not only unique prestige, but also a supreme standard of riding dynamics. The new BMW straight-six will further expand the K-Series in the foreseeable future. The fi rst model to be introduced will be an innovative and luxurious BMW touring machine. Reflecting the tradition of the BMW K-Series, this will of course be a genuine top-of-the-line product.   Highly compact and dynamic six-cylinder: The starting point for this dynamic introduction of the straight-six in the new Concept 6 from BMW Motorrad is of course the extremely compact form and configuration of the engine. The power unit is approximately 100 mm or 4" slimmer than all former straight-six production engines and only a bit wider than a large-capacity straight-four with conventional technology. The reduction in width is achieved in particular by the slightly over-square bore: stroke ratio with relatively long stroke and very small gaps between cylinders. To achieve this very compact configuration with minimum width, the electrical ancillaries and their drive components are positioned behind the crankshaft in the open space above the transmission. High-tech lightweight construction in all areas serves to make the power unit relatively light from the outset, important components in this context being the two hollow-drilled camshafts and the very light connecting rods. The perfect compensation of masses ensured by the configuration and layout of the engine avoids the need for a balance shaft and its drive elements on the new straight-six, which again means lower weight and enhanced running smoothness. In its layout, the straight-six featured in the Concept 6 follows the well-known straight-four in the K 1300 model series, again coming with cylinders tilted to the front by 55°. This ensures not only a low centre of gravity, but also very good weight balance as an element essential above all under sporting conditions for precise feeling and clear feedback from the front. A further advantage is that the tilted engine provides extra space for the aerodynamically positioned intake manifold directly above the engine and allows ideal configuration of the frame profiles following the flow of power. The straight-six featured in the BMW Motorrad Concept 6 comes with dry sump lubrication. Apart from greater reliability even under extreme conditions, dry sump technology serves to keep the crankcase particularly low and fl at, with the engine being fitted lower down and masses concentrated around the centre of gravity. Doing without an oil sump, the engine may be positioned far lower than on a conventional layout. The oil reservoir is provided by an oil tank integrated at the rear of the engine block. This avoids the need for a separate tank, again helping to make the entire power unit more compact and reduce weight to a minimum.   Maximum supremacy in running refinement and performance: Designed and laid out as a straight-six, the engine also opens up new dimensions in motorcycling in terms of supremacy, power reserves, performance and running refinement. Output of the new six-cylinder will be in approximately the same range as on BMW's 1.3-litre straight-four power units. Torque, on the other hand, will be right at the top of the range, even in comparison with the largest motorcycle engines, such superior power and muscle coming inter alia from engine capacity of no less than 1.6 litres. The engine's power and performance characteristics are equally impressive, offering 130 Nm or 96 lb-ft of torque from just 2,000 rpm and at the same time revving up almost to 9,000 rpm - a dynamic potential quite unparalleled in the tourer segment. This alone qualifies the engine of the Concept 6 as the ideal power unit for a wide range of different motorcycles.   Environmental compatibility and all-round economy re-defined: The Concept 6 shows the absolute supremacy of its six-cylinder drive system also in ecological and economic terms. Fuel consumption of this six-cylinder naturally equipped with a fully controlled catalytic converter is lower than on a comparable four-cylinder under normal touring conditions. The use of E-gas technology (ride-by-wire) then offers further potentials for enhanced fuel economy and riding dynamics throughout a wide range of different riding modes and conditions. And last but not least in this context, the straight-six power unit featured in the Concept 6 offers long inspection intervals through the use of cup tappets controlling the engine valves.   Dynamic and powerful design in Café Racer style: Supremacy and dynamism are also borne out clearly by the thrilling design of the Concept 6 and, as usual, this project from BMW Motorrad is more than "just" the attempt to develop a motorcycle of a kind never seen before. Working on Concept 6, the designers at BMW Motorrad have therefore focused yet again on technical function and quality and, in particular, the emotional element bringing together man and machine. Their rule, quite simply, is that a motorcycle must not only follow the laws of functionality, but also arouse emotion in all its facets. In a nutshell, therefore, the machine must be simply thrilling. Precisely this is why the design of the Concept 6 focuses in particular on the powerful straight-six engine as the heart of the machine. Conceived as a mixture of classic and modern styling elements in motorcycle construction, the Concept 6, with its long front end and short rear, takes up the design language of the legendary Café Racer. Powerful and muscular, the body elements extend around the power unit fi nished in a special platinum colour, presenting the engine almost adoringly from every angle. Smooth and soft lines ensure fully organic integration of the power unit within the machine, while at the same time they create a powerful, exciting and dynamic contrast to the sharply contoured front and rear ends. The so-called Split Face, a well-known design element of the latest models from BMW Motorrad, extends smoothly from the front of the fairing all along the top of the fuel tank made of carbon-fibre, again confirming the high technological standard of the Concept 6 and forming an exciting contrast to the outer shell in aluminium with its white layers. The division into three sections created by the Split Face is further accentuated at the front by the LED headlight integrated longitudinally in the machine in its rod shape and by the slender LED rear light extending far up into the seat hump. The powerful and supreme character of the Concept 6 is also underscored by the six-chamber exhaust system complete with sidepipes and the strong presence of the intake ducts again fi nished in platinum look. Aerodynamic components such as the twin-tipped engine spoiler and the air guide elements derived from the design of the new S 1000 RR Supersports, on the other hand, bridge the gap between functional and clearly visible technology, on the one hand, and the soft and smooth design of other body elements, on the other.   Innovative suspension technology and equipment: The suspension of the BMW Motorrad Concept 6 is built around a light-alloy bridge frame as well as Duolever and lightweight Paralever arms holding and guiding the wheels front and rear. Seventeen-inch HP forged wheels as well as the extra-large brake system with its six-piston fi xed callipers emphasise the sporting look of the new machine and its high level of technology. The outstanding supremacy of the Concept 6 and its drivetrain is also refl ected by details such as the instrument panel intentionally kept in minimalist design but nevertheless completely equipped with all the instruments and gauges required. While a digital display performs its usual function of clearly presenting road speed, there is intentionally no rev counter on account of the supreme fl ow of power at all speeds. So instead of a conventional rev counter, a LED display shows the rider at all times how much torque is readily available whenever required. Stay tuned ....   Bike Reviews & News 2009-11-12T18:42:01-06:00 http://www.bmwmoa.org/site/the_2010_bmw_r1200gs_adventure/ http://www.bmwmoa.org/site/the_2010_bmw_r1200gs_adventure/#When:16:41:01Z It has been called unstoppable. On this machine you can handle potholes with 20 mm more clearance than on the R1200GS. Add to that excellent ergonomics, optimum gearing for every terrain, and a strong chassis...THE 2010 BMW R1200GS Adventure: Another Adventure Begins November 5, 2009... (From BMW Motorrad press materials) It has been called unstoppable. On this machine you can handle potholes with 20 mm more clearance than on the R1200GS. Add to that excellent ergonomics, optimum gearing for every terrain, and a chassis which - whether fully loaded or not - will allow you to thrill your passenger as well as surprise anyone ahead of you. With the introduction of the 2010 BMW R1200GS Adventure, BMW Motorrad is adding yet another chapter to the epic adventure of its highly successful GS models which, for almost three decades, have been the epitome of the large-capacity grand touring enduro. Building upon the former generation of the R1200GS and R1200GS Adventure, which already offered supreme power and performance as well as a broad range of practical riding qualities for long tours combined with supreme pleasure on winding country and mountain roads, BMW Motorrad is now enhancing this standard to an even higher level. The main features of the 2010 BMW R1200GS Adventure at a glance: New, more dynamic engine with two overhead camshafts per cylinder and valves in radial arrangement. Increase in engine output by 5 per cent to 110 hp at 7,750 rpm and maximum torque to 88 lb-ft at 6,000 rpm. Increase in maximum engine speed from 8,000 to 8,500 rpm with an even wider power band. Significantly better acceleration and torque. Electronically controlled exhaust flap for an aggressive muscular sound. Color variants of the R 1200 GS Adventure: Smoke Grey matt metallic and Brilliant Yellow metallic. Options and accessories tailored to the model with BMW's usual high level of quality. In its construction principle and fundamental layout, the new flat-twin engine is the same as the Double Overhead Camshaft (DOHC) engine on the BMW HP2 Sport. In its latest generation, the engine has been carefully updated and optimized for the R1200GS Adventure, tailored to the specific requirements of a grand touring enduro. With the 1,170-cc Boxer engine on the former model already ensuring supreme power under all conditions and in all situations, the new R1200GS Adventure has even more to offer in virtually every respect. Delivering maximum output of 110 hp, reaching top engine speed now increased by 500 to 8,500 rpm, and with an even broader power band the new Adventure is even more dynamic, powerful and muscular in terms of both torque and acceleration throughout the entire speed range -- setting the standard once again for the grand touring enduro in terms of riding dynamics. Designed and built at the outset for higher engine speed, the new flat-twin engine in the GS Adventure, like the engine featured in the BMW HP2 Sport, comes with two overhead, chain-driven camshafts per cylinder. The valves are operated by very light rocker arms able to withstand high engine speeds due to their low weight alone. Radial arrangement of the four valves is accomplished by the compact combustion chambers. Like on the former model, the fuel/air mixture is ignited by two spark plugs (HP2 Sport: one spark plug), while the compression ratio remains at 12.0:1. Thanks to efficient knock control, the GS Adventure is able to run on premium (plus) fuel with an octane rating of 95-98 RON (maximum output is measured at 98 RON). Under certain conditions, there may be a very small loss of torque and a slight increase in fuel consumption as soon as knock control cuts in. On long tours where the rider might be required to use inferior fuel, the engine may also run on 91 RON regular fuel, using specific fuel injection data available as special equipment free of charge from the factory. Horizontal arrangement of the camshafts in the direction of travel gives the new flat-twin engine two particular technical features: Each camshaft controls one intake and exhaust valve and, due to the radial arrangement of the valves, the cams come with a conical profile. To increase both output and torque, fuel volume has been increased throughout the entire speed range by increasing valve plate diameter over the former models from 1.42-1.54 inches on the intake side and 1.22-1.30 inches on the exhaust side. Intake and exhaust timing on the two camshafts has been optimized in particular for increased power at low and medium engine speeds and for even faster, free-revving engine performance throughout the entire range. To increase the free valve cross-section, valve lift is up by 0.415 inches on the intake and 0.365 inches on the exhaust side to 0.425 inches on both sides. Valve clearance is adjusted by light semi-hemispherical shims. The existing ratio of bore and stroke of 3.98 : 2.87 inches remains unchanged from the former model, as does the engine's cubic capacity of 1,170 cc. Other features likewise carried over from the previous engine are the crankshafts and connecting rods as well as their mounts and bearings, while the two new cast-aluminum pistons have been re-designed to match the change in combustion chamber geometry. Interacting with the upgraded intake system, now featuring black instead of silver throttle butterfly manifolds as on the former model, measuring 1.97 inches instead of formerly 1.85 inches (HP2 Sport: 52 mm/2.05") opening clearance and with newly designed intake air manifolds and an air filter element with higher volume capacity, the engine now develops maximum output of 110 hp at 7,750 rpm and peak torque of 88 lb-ft at 6,000 rpm. An oil cooler ensures stable engine temperatures even when riding to the extreme. In all, the modifications to the engine provide a significantly more homogeneous flow of power and torque throughout the entire speed range. In this process of technical development, the engine now features magnesium-colored cylinder head covers with two instead of the former four fastening bolts and have an even more dynamic design. A valve cover guard made of aluminum or plastic as well as a chrome-plated aluminum cylinder head cover may be installed as accessory items. The exhaust system features two manifolds with the same design, length and diameter as the previous model, while a modified interference pipe regulates the change in vibration conditions in the exhaust system. Featuring an exhaust flap controlled by an electric motor as well as opening and closing cables, the new BMW R1200GS Adventure provides a particularly throaty boxer sound naturally in full compliance with legal standards. To reduce ram pressure and improve the sound of the engine even further, the rear silencer remains the same in design as on the former model and comes with a completely new interior structure. Power is transmitted as before by the proven six-speed gearbox with larger bearing diameters and a modified distance between the individual shafts previously upgraded technically for the 2008 model year. In the process, the gear ratios were once again changed and the finale drive has been modified from 2.82 to 2.91. In conjunction with the new, more powerful engine, there is significantly more torque throughout the entire range of engine speed. The new GS Adventure also benefits from improved shifting with an optimized power/travel curve for precise gearshift and clear feedback at all times. The maintenance-free drive shaft to the rear wheel also remains unchanged, relieving the rider of annoying and time-consuming maintenance requirements, particularly on long tours. Like its predecessor, the new R1200GS Adventure offers an improved synthesis of offroad and onroad riding qualities. As in the past, the stiff and torsionally-resistant suspension, front wheel control with the unique BMW Telelever, and the rear wheel incorporating the BMW Paralever provide first class riding qualities in combination with the new engine offering even more power and torque. In conjunction with optional BMW Motorrad Integral ABS, extremely powerful brakes provide maximum safety even in critical situations. Optimum environmental compatibility is achieved on the new boxer engine through the most advanced exhaust gas management with a fully controlled three-way catalytic converter. Designed and built for the specific requirements of a grand touring enduro, Enduro Electronic Suspension Adjustment (ESA) is available on the latest version of the GS Adventure as an option straight from the factory. Enduro ESA allows adjustment of the suspension under all kinds of running conditions and with virtually any load level, simply by pressing a button. An important feature of the Enduro ESA is that it offers both an onroad and offroad mode within which the rider, choosing specific settings for the spring base and damping, is able to adjust the suspension even more precisely to specific needs and requirements. Enduro ESA meets the particular requirements of a grand touring enduro by additional electrohydraulic adjustment of the spring base on the front spring strut. When riding offroad, this ensures a far smoother ride without the disadvantages otherwise experienced onroad, such as shorter negative spring travel or greater seat height. Options come directly from the factory and are installed during production at the Berlin Plant. Accessories and special equipment are installed by Authorized BMW Motorcycle Dealers. Optional Extras Enduro ESA BMW Motorrad Integral ABS (semi-integral, on-demand) RDC ASC Exhaust system chrome-plated Heated HandGrips Hand protectors (Adventure: standard) Cross-spoke wheels (Adventure: standard) On-board computer with oil level warning Anti-theft warning system with remote control LED direction indicators Offroad tires Enduro transmission (short first gear) Additional halogen headlight Special Equipment Cases: Aluminum case * Case mounting brackets for Aluminum case* * Aluminum Topcase * Topcase mounting bracket * Inner bags for Aluminum case/Topcase * Back padding Aluminum Topcase * Watertight tank bag * Softbag 2, large, 13.5 gallons * Softbag 2, small, 5 gallons   Styling and Design * Cylinder head covers chrome-plated * Front fender, in carbon * Splashguard rear, in carbon * HP Carbon cover for engine housing * Headlight protector (for offroad use only) * Cap for Telelever and fork bridge * Additional LED headlight * Holder for additional headlight * LED direction indicators.*   Sound * Akrapovic sports muffler   Ergonomics and Comfort * Windshield, tinted * Wide enduro footrests -- standard * Adjustable footbrake lever -- standard * Handlebar cross reinforcement * Padding for handlebar cross reinforcement * Rider's seat, low (32.3") in Black*  * Rider's seat, Grey * Additional power socket * Heated HandGrips*   Navigation and Communication * BMW Motorrad Navigator IV * Mount for BMW Motorrad Navigator * Navigator function bag   Safety * Hand protectors -- standard* * Spoiler guards, large, for hand protectors * Aluminum cylinder head cover protection -- standard * Plastic cylinder head cover protection * Enduro skid plate protection, aluminum * Frame guard * Safety bolts for oil filler manifold * Anti-theft warning system with remote control*   Maintenance and Technical Equipment * Reduction in power to 98 hp* * Paddock stand * On-board toolkit/service kit * LED light for on-board power socket, 16.1" *Also available as an option from the factory. New surface and color design The 2010 R1200GS Adventure demonstrates its enhanced dynamics through new surface design and colors. Smoke Grey metallic emphasizes the almost rustic character of the machine, while Brilliant Yellow metallic accentuates its sporting offroad qualities. Particularly the second color variant forms an exciting contrast to the seat finished in Black Olive Grey. The new throttle butterfly manifolds come in Black. 2010 BMW R1200GS Specifications Engine Capacity         1,170 cc Bore/stroke      3.98/2.87 inches Max output                   110 hp at 7,750 rpm Max torque          88 ft-lb @ 6,000 rpm Configuration      Flat-twin No. of cylinders     2 Compression ratio/fuel grade  12/S 95-98 RON, max output with 98 RON, optional 91 RON SA Valve/gas timing     DOHC Valves per cylinder     4 Intake/exhaust valve diameter    1.54/1.30 inches Throttle butterfly diameter   1.97 inches Fuel supply      BMS-K+ Exhaust management     Fully-controlled three-way catalytic converter Electrical System Alternator (W)     720 W Battery (V/Ah)      12/14, maintenance-free Headlight (W)     H7 Starter (kW)      1.1 Transmission/Gearbox Clutch       Single-plate dry clutch, diameter 7 inches Transmission      Dog-type six-speed gearshift Primary ratio      1.737 Gear ratios      I   2.375; optional 2.600        II  1.696        III 1.296        IV 1.065        V  0.939        VI 0.848 Rear-wheel drive     Drive shaft Final drive ratio     2.91 Suspension Frame       Tubular steel frame, load-bearing engine Front wheel guidance     BMW Telelever Rear wheel guidance     BMW Paralever Overall spring travel, front/rear    8.0/8.7 inches Castor       3.0 inches Wheelbase      59.4 inches Steering head angle      65.2 degrees Brakes      Front      Dual disc brake, diameter 12 inches Rear      Single disc brake, diameter 10 inches Optional     BMW Motorrad Integral ABS        (semi-integral, on-demand)        Wheels       Cast Cross-spoke        Front      2.5 x 19        Rear      4.0 x 17 Tires               Front      110/80 R 19        Rear      150/70 R 17 Dimensions and Weight Length       88.2 inches Width (overall, with mirrors)    39 inches Handlebar width (without mirrors)  37.4 inches Seat height       35.8/35 inches Dry weight       492 lbs DIN (unladen weight in road trim)   564 lbs Max permissible     1,047 lbs Tank capacity      8.7 gallons Performance Data Acceleration 0-62 mph    3.95 sec Top speed       124 +   Bike Reviews & News 2009-11-06T16:41:01-06:00 http://www.bmwmoa.org/site/the_2010_bmw_r1200gs/ http://www.bmwmoa.org/site/the_2010_bmw_r1200gs/#When:17:05:00Z With the introduction of the new BMW R 1200 GS, BMW Motorrad is writing yet another chapter in the story of its highly successful GS models which, for almost three decades, have been the epitome of the large-capacity grand touring enduro.THE 2010 BMW R1200GS November 5, 2009 (From BMW Motorrad press materials) With the introduction of the new BMW R 1200 GS, BMW Motorrad is writing yet another chapter in the story of its highly successful GS models which, for almost three decades, have been the epitome of the large-capacity grand touring enduro. Building upon the former generation of the R 1200 GS, which already offered supreme power and performance as well as a broad range of practical riding qualities for long tours combined with supreme pleasure on winding country and mountain roads, BMW Motorrad is now enhancing this standard to an even higher level. A more powerful engine with extra torque, results in even greater driving dynamics both onroad and offroad. The main features of the 2010 BMW R 1200 GS at a glance: New, even more dynamic engine now with two overhead camshafts per cylinder and valves in radial arrangement. Increase in engine output by 5 per cent to 110 hp at 7,750 rpm and maximum torque to 88 lb-ft at 6,000 rpm. Increase in maximum engine speed from 8,000 to 8,500 rpm offers a wider range of useful engine speed. Significantly better acceleration and torque. Electronically controlled exhaust flap for an aggressive muscular sound. Color variants of the R 1200 GS: Alpine White non-metallic, Magma Red non-metallic, Ostra Greymatt metallic, Sapphire Black metallic. Optional extras and accessories tailored to the model with BMW's usual high level of quality. New additional headlight in LED technology for the R 1200 GS (accessory). In its construction principle and fundamental layout, the new flat-twin engine is the same as the Double Overhead Camshaft (DOHC) engine on the BMW HP2 Sport. In its latest generation, the engine has been carefully updated and optimized for the R1200GS, tailored to the specific requirements of a grand touring enduro. With the 1,170-cc Boxer engine on the former model already ensuring supreme power under all conditions and in all situations, the new R1200GS has even more to offer in virtually every respect. Delivering maximum output of 110 hp, increasing top engine speed by 500 to 8,500 rpm, and with an even broader range of engine speed, the new R 1200 GS is even more dynamic, powerful and muscular in terms of both torque and acceleration throughout the entire speed range -- setting the standard once again for the grand touring enduro in terms of riding dynamics. Designed and built at the outset for higher engine speed, the new flat-twin engine in the R1200GS, like the engine featured in the BMW HP2 Sport, comes with two overhead, chain-driven camshafts per cylinder. The valves are operated by very light rocker arms able to withstand high engine speeds due to their low weight alone. Radial arrangement of the four valves is accomplished by the compact combustion chambers.  Like on the former model, the fuel/air mixture is ignited by two spark plugs (HP2 Sport: one spark plug), while the compression ratio remains at 12.0:1. Thanks to efficient knock control, the R 1200 GS is able to run on premium (plus) fuel with an octane rating of 95-98 RON (maximum output is measured at 98 RON). Under certain conditions, there may be a very small loss of torque and a slight increase in fuel consumption as soon as knock control cuts in. On long tours where the rider might be required to use inferior fuel, the engine may also run on 91 RON regular fuel, using specific running data available as special equipment free of charge from the factory. Horizontal arrangement of the camshafts in the direction of travel gives the new flat-twin engine two particular technical features:  Each camshaft controls one intake and exhaust valve and, due to the radial arrangement of the valves, the cams come with a conical profile. To increase both output and torque, fuel volume has been increased throughout the entire speed range by increasing valve plate diameter over the former models from 1.42-1.54 inches on the intake side and 1.22-1.30 inches on the exhaust side. Intake and exhaust timing on the two camshafts has been optimized in particular for supreme power at low and medium engine speeds and for even faster, free-revving engine performance throughout the entire range. To increase the free valve cross-section, valve lift is up by 0.415 inches on the intake and 0.365 inches on the exhaust side to 0.425 inches on both sides. Valve clearance is compensated by light semi-hemispherical shims.   The existing ratio of bore and stroke of 3.98 : 2.87 inches remains unchanged from the former model, as does the engine's cubic capacity of 1,170 cc. Other features likewise carried over from the previous engine are the crankshafts and connecting rods as well as their mounts and bearings, while the two new cast-aluminum pistons have been re-designed to match the change in combustion chamber geometry. Interacting with the upgraded intake system, now featuring black instead of silver throttle butterfly manifolds as on the former model, measuring 1.97 inches instead of formerly 1.85 inches (HP2 Sport: 52 mm/2.05") opening clearance and with newly designed intake air manifolds and an air filter element with higher volume capability, the engine now develops maximum output of 110 hp at 7,750 rpm and peak torque of 88 lb-ft at 6,000 rpm. An oil cooler ensures stable engine temperatures even when riding to the extreme. In all, the modifications to the drivetrain provide a significantly more homogeneous flow of power and torque throughout the entire speed range.  In this process of technical development, the engine now features magnesium-colored cylinder head covers with two instead of the former four fastening bolts and come in new, even more dynamic design. A valve cover guard made of aluminum or plastic as well as a chrome-plated aluminum cylinder head cover are available as accessory items.   The exhaust system features two manifolds with the same design, length and diameter as the previous model, while a modified interference pipe regulates the change in vibration conditions in the exhaust system. Featuring an exhaust flap controlled by an electric motor as well as opening and closing cables, the 2010 BMW R 1200 GS provides a particularly throaty boxer sound naturally in full compliance with legal standards. To reduce ram pressure and improve the sound of the engine even further, the rear silencer remains the same in design as on the former model and comes with a completely new interior structure.   Power is transmitted as before by the proven six-speed gearbox with larger bearing diameters and a modified distance between the individual shafts previously changed for the 2008 model year. In the process, the gear ratios were once again changed and the final drive has been modified from 2.82 to 2.91. In conjunction with the new, even more powerful engine, there is significantly more torque throughout the entire range of engine speed. The new R1200GS also benefits from improved shifting with a power/travel curve for precise gearshift and clear feedback at all times. The maintenance-free drive shaft to the rear wheel also remains unchanged, relieving the rider of annoying and time-consuming maintenance requirements, particularly on long tours.   Like its predecessor, the new 2010 R1200GS offers an almost perfect synthesis of offroad and onroad riding qualities. As in the past, the stiff and torsionally-resistant suspension, front wheel control with the unique BMW Telelever, and the rear wheel incorporating the BMW Paralever provide first-class and improved riding qualities in combination with the new engine offering even more power and torque. In conjunction with optional BMW Motorrad Integral ABS, extremely powerful brakes provide maximum safety even in critical situations. Optimum environmental compatibility is achieved on the new boxer engine through the most advanced exhaust gas management with a fully controlled three-way catalytic converter.   Designed and built for the specific requirements of a grand touring enduro, Enduro ESA Electronic Suspension Adjustment is available on the latest version of the R1200GS as an optional extra straight from the factory. Enduro ESA allows adjustment of the suspension under all kinds of riding conditions and with virtually any load level, simply by pressing a button. An important feature of the Enduro ESA is that it offers both an onroad and offroad mode within which the rider, choosing specific settings for the spring base and damping, is able to adjust the suspension even more precisely to specific needs and requirements. As usual, Enduro ESA meets the particular requirements of a grand touring enduro by additional electrohydraulic adjustment of the spring base on the front spring strut. When riding offroad, this ensures a far smoother ride without the disadvantages otherwise experienced onroad, such as shorter negative spring travel or greater seat height.   The high-quality, sophisticated handlebar, constructed from a heat-treated aluminum tube, mounted with two asymmetrical clamps, facilitates turning by up to 180 degrees (as on the HP2 Enduro Sport) and may be adjusted in two ergonomically different positions. While the rear handlebar position for riding onroad and in less demanding terrain ensures optimum ergonomics particularly for the shorter rider, the front handlebar position offers advantages when standing up on the machine in rough terrain. The hand protectors available as an accessory for the R1200GS are installed as standard equipment straight from the factory on the R1200GS Adventure. In the process of technically upgrading the successful R1200GS models, the instrument cluster has received a newly designed dial. And last but not least, the windshield now comes with larger hand-bolts with even better grip for adjusting its position with greater ease. Options and accessories tailored to both the rider and the machine As a genuine, fully-fledged systems supplier, BMW Motorrad has developed a wide range of options and accessories for further customization of the new R1200GS. One particularly important new feature is the additional headlight in LED technology. Options come directly from the factory and are installed during production at the Berlin Plant. Accessories are installed by Authorized BMW Motorcycle Dealers.   Options: Enduro ESA BMW Motorrad Integral ABS (semi-integral, on-demand) RDC ASC Exhaust system chrome-plated Heated HandGrips. Hand protectors Case brackets Cross-spoke wheels On-board computer with oil level warning Low rider's seat Lowered suspension Anti-theft warning system with remote control LED direction indicators   Accessories Cases: Vario case Case holder Vario Topcase Topcase fastening elements replacing passenger seat Topcase support Inner bags for Vario case/Topcase Back padding for Vario case/Topcase Watertight tank bag Softbag 2, large, 13.5 gallons Softbag 2, small, 5 gallons   Styling and Appearance Cylinder head covers chrome-plated Fender, front, in carbon Splashguard, rear, in carbon HP Carbon cover for engine housing Headlight protector (for offroad use only) Cap for Telelever and fork bridge Additional LED headlight Holder for additional headlight LED direction indicators.   Sound Akrapovic sports muffler Ergonomics and Comfort Windshield, tinted Wide enduro footrests Adjustable footbrake lever Handlebar cross reinforcement Padding for handlebar cross reinforcement Rider's seat, low (32.3") in Black* or Grey Rider's seat, Grey Additional power socket Heated HandGrips   Navigation and Communication BMW Motorrad Navigator IV Mount for BMW Motorrad Navigator Navigator function bag   Safety Hand protectors Spoiler guards, large, for hand protectors Aluminum cylinder head cover protection Plastic cylinder head cover protection Engine protection hoop Enduro aluminum skid plate protection, Frame guard Safety bolts for oil filler manifold Anti-theft warning system with remote control Maintenance and Technical Equipment   * Reduction in power to 98 hp * Paddock stand * On-board toolkit/service kit * LED light for on-board power socket, 16.1" *Also available as an optional extra from the factory.   New surface and color design The new R1200GS demonstrates its enhanced dynamics through new surface design and colors. Ostra Grey matt metallic gives the R1200GS a particularly technical touch. Sapphire Black metallic, on the other hand, gives the new R1200GS a very masculine look, while the two non-metallic paintwork options in sophisticated Alpine White and brilliant Magma Red highlight the sporting offroad ambitions of the new R1200GS.   2010 BMW R 1200 GS Specifications Engine Capacity         1,170 cc Bore/stroke      3.98/2.87 inches Max output                   110 hp at 7,750 rpm Max torque          88 ft-lb @ 6,000 rpm Configuration      Flat-twin No. of cylinders     2 Compression ratio/fuel grade  12/S 95-98 RON, max output with 98 RON, optional 91 RON SA Valve/gas timing     DOHC Valves per cylinder     4 Intake/exhaust valve diameter    1.54/1.30 inches Throttle butterfly diameter   1.97 inches Fuel supply      BMS-K+ Exhaust management     Fully-controlled three-way catalytic converter Electrical System Alternator (W)     720 W Battery (V/Ah)      12/14, maintenance-free Headlight (W)     H7 Starter (kW)      1.1   Transmission/Gearbox Clutch       Single-plate dry clutch, diameter 7 inches Transmission      Dog-type six-speed gearshift Primary ratio      1.737 Gear ratios      I   2.375        II  1.696        III 1.296        IV 1.065        V  0.939        VI 0.848 Rear-wheel drive     Drive shaft Final drive ratio     2.91 Suspension Frame       Tubular steel frame, load-bearing engine Front wheel control    BMW Telelever Rear wheel control     BMW Paralever Overall spring travel, front/rear    7.5/7.9 inches Castor       4.0 inches Wheelbase      59.3 inches Steering head angle      64.3 degrees Brakes      Front      Dual disc brake, diameter 12 inches Rear      Single disc brake, diameter 10 inches Optional     BMW Motorrad Integral ABS        (semi-integral, on-demand)   Wheels       Cast Cross-spoke        Front      2.5 x 19        Rear      4.0 x 17 Tires               Front      110/80 R 19        Rear      150/70 R 17 Dimensions and Weight Length       87 inches Width (overall, with mirrors)    37 inches Handlebar width (without mirrors)  36.6 inches Seat height       33.5/34.3 inches Dry weight       448 lbs DIN (unladen weight in road trim)   505 lbs Max permissible     970 lbs Tank capacity      5.28 gallons Performance Data Acceleration 0-62 mph    3.7 sec Top speed       124 +   Bike Reviews & News 2009-11-05T17:05:00-06:00 http://www.bmwmoa.org/site/the_2010_r1200rt/ http://www.bmwmoa.org/site/the_2010_r1200rt/#When:15:30:00Z In its configuration and basic structure, the new flat-twin engine is the same as the Double Overhead Camshaft (DOHC) engine featured in the BMW HP2 Sport.   The 2010 R1200RT November 5, 2009 (From BMW Motorrad press materials)   The BMW R1200RT has always been acknowledged as the epitome of comfortable and dynamic motorcycle touring in classic style. And now, the latest version of this tourer, with its significant innovations, offers even more superior qualities and dynamic benefits thanks to its new boxer engine. In its configuration and basic structure, the new flat-twin engine is the same as the Double Overhead Camshaft (DOHC) engine featured in the BMW HP2 Sport. It has, however, been further upgraded and optimized for the BMW R1200RT to meet the specific requirements of an outstanding tourer. With the 1,170-cc boxer engine on the former model already offering superior drive power under all conditions and in all situations, the new R1200RT has even more to offer. First, the new engine offers an increase in maximum torque from 85 - 88 lb-ft at an unchanged 6,000 rpm, for even greater acceleration and passing power. Second, the range of useful engine speed has been increased by 500 rpm to a maximum 8,500 rpm. The third improvement is a significant increase in torque where it really counts at low and medium engine speeds, with a smooth and homogeneous torque curve. Maximum engine horsepower is the same as the prior model at 110 hp but occurs now at 7,750 rpm (previously 7,500 rpm). Overview of the main features of the 2010 R 1200 RT: New, even more dynamic engine with two overhead camshafts per cylinder Maximum torque increased to 88 lb-ft at 6,000 rpm, maximum output remaining at 110 hp at 7,750 rpm Increase in maximum engine speed from 8,000 to 8,500 rpm, with an even broader power band Significantly improved torque and acceleration Smoother Torque curve Cylinder head covers now with two, instead of four, fastening bolts and a new dynamic design Electronically controlled exhaust flap for superior and powerful sound ESA II Electronic Suspension Adjustment with damping, spring base and now also spring rate adjustable at the touch of a button BMW Motorrad Integral ABS featured as standard in the partly integrated version New design fairing with improved protection from wind and weather Re-designed cockpit with visor New control units and hydraulic reservoir Electronically controlled windshield with optimized aero-acoustics and improved transparency Designed and built for even higher engine speeds, the R1200RT's new boxer engine, like the engine featured on the BMW HP2 Sport, is equipped with two overhead chain-driven camshafts (DOHC) per cylinder. Valves are operated by very light rocker arms able to cope easily with high engine speeds. Radial arrangement of the four valves allows for a very compact combustion chamber configuration, and like that of the former models, the fuel/air mixture is ignited by two spark plugs (HP2 Sport: one spark plug). The compression ratio of 12.0:1 remains unchanged. Knock control allows the engine to run on 95-98 RON premium (plus) fuel. Under certain conditions the rider may experience a very small drop in torque and a slight increase in fuel consumption whenever knock control cuts in. Horizontal arrangement of the camshafts in the direction of travel calls for two special technical features on the new flat-twin engine: Each camshaft controls one intake and one exhaust valve, and the cams are finished in conical shape due to the radial arrangement of the valves. In the interest of power and performance at low and medium engine speeds, and to provide even better free-revving riding characteristics, the intake and exhaust valve timing on both camshafts has been further improved. Compared with the former models, the valve bases are up in diameter from 1.41 - 1.54 inches on the intake side and 1.22 - 1.30 inches on the exhaust side. Valve clearance is adjusted by light semi-hemispherical shims. To provide a greater free-valve cross-section, valve lift is up from 0.415 inches on the intake and 0.365 inches on the exhaust side to 0.425 inches on both sides.   The existing ratio of bore to stroke remains the same at 3.98:2.87 inches, giving the engine the same 1,170 cc capacity as before. Other features borrowed from the former engine are the crankshaft and the connecting rods, as well as their bearings, while the two pistons made of cast aluminum have been re-designed to match the modified dimensions of the combustion chamber. Interacting with the upgraded intake system, throttle butterfly manifolds now offer 1.97 inches instead of the former 1.85 inches (HP2 Sport: 2.05 inches) opening clearance, newly designed intake air manifolds and an air filter element with increased volume capacity, the engine as in the past develops maximum output of 110 hp, now at 7,750 rpm. The biggest improvement, however, is the increase in maximum torque to 88 lb-ft at 6,000 rpm. An oil cooler ensures a stable temperature even under extreme riding conditions. A further enhancement on the 2010 model is the use of cylinder head covers with two, instead of formerly four, fastening bolts in a new dynamic design. A valve cover guard made either of aluminum or plastic as well as chrome-plated aluminum cylinder covers are available as accessory items. On the exhaust system the two manifolds come in the same design, length and diameter as on the former model, while the interference pipe has been modified to take into account the different vibration conditions on the exhaust manifold. Featuring an exhaust flap controlled via an electric motor and opening/closing cables, the new BMW R1200RT offers a particularly powerful boxer sound in full compliance with all legal standards. To reduce ram pressure and improve the sound of the engine, the rear silencer is unchanged in its exterior design versus the former models, but has a modified interior structure. As in the past, power is transmitted through the six-speed gearbox already upgraded in the 2008 model year, with larger bearing diameters and a modified gap between shafts. The maintenance-free drive shaft to the rear wheel is unchanged. Suspension with Telelever and Paralever follows a proven principle at BMW. The proven, two-piece main/rear frame sections made of weight-saving steel tubes, incorporating the engine as a load-bearing element, offer maximum strength and stiffness under all riding conditions. The front and rear frame are firmly bolted to the engine/gearbox unit, interacting with the engine and gearbox to form a load-bearing structure. The longitudinal arm on the front Telelever suspension is mounted as before on the engine block, while the Paralever swing arm is attached to the rear frame. With its fixed tube measuring 1.38 inches in diameter, the Telelever is the optimum solution for the rider using his machine exclusively on the road and focusing in particular on superior comfort. This is ensured by an optimal balance of sporting and comfort-oriented suspension behavior, the maintenance-free system once again designed to reduce brake dive to almost zero, which helps to provide greater stability when applying the brakes particularly when leaning over at an angle.   As in the past the Paralever swing arm in the rear central spring strut offers travel-dependent damping or TDD for short, with the damping effect increasing progressively as a function of spring travel. This keeps the suspension smooth, sensitive and comfortable in absorbing even the smallest bumps, while at the same time offering generous reserves on bad roads with grooves or bumps and potholes. As in the past, spring travel is 4.72 inches up front and 5.31 inches at the rear. In standard trim, the rear spring strut offers infinitely variable adjustment on the outbound stroke as well as a hand-wheel for infinitely adjusting the spring base by 0.39 inches to adjust the rear end to varying load requirements. Like its predecessor, the 2010 BMW R1200RT rests on light, almost filigree cast aluminum wheels in five-spoke design, combining an attractive look with an easy-to-clean surface and a high standard of stiffness. The front wheel measures 3.5 x 17 inches, the rear wheel 5.5 x 17 inches, running on a 120/70 ZR17 tire up front and a 180/55 ZR17 tire at the rear. The BMW R1200RT is available with ESA II (Electronic Suspension Adjustment II) already well-known from the K series as an option at extra cost. Benefiting from this unique system in the world motorcycle market, the rider is able to adjust not only the damping on the outbound stroke of the front and rear spring strut, but also the spring base (spring pre-tension) on the front spring strut and the spring rate - all at the simple touch of a button. This second-generation Electronic Suspension Adjustment or ESA II for short provides the option to set the suspension for maximum comfort and, with greater precision than ever before, for optimum riding and load conditions. It ensures a new dimension of riding stability combined with premium response. To control the Electronic Suspension Adjustment as easily as possible and to prevent any unwanted settings, the rider initially enters the motorcycle's current load condition (solo, solo with luggage, rider with passenger and luggage). The appropriate spring base and spring rate is then set automatically, with the system coordinating these two parameters to one another. Depending on the style of riding he wishes to enjoy, the rider must also choose among the Comfort, Normal or Sport mode, giving the suspension the desired qualities. Applying the optimum parameters in the Central Vehicle Electronics, the electronic "brain" calculates the appropriate damper rates and sets them accordingly. As a result, the new R1200RT benefits from a total of no less than nine different set-up options.   With additional adjustment of the spring rate, ride height can be set to various load conditions, ensuring an even higher standard of riding stability, handling and comfort. Even when carrying high loads with a passenger and considerable luggage, the R1200RT maintains all of its riding qualities when leaning over at a low angle in turns for a truly sporting style of riding A further advantage is that adjustment of the spring rate dramatically reduces the risk of the suspension suddenly sagging under extreme load. The rider is able to change the damper setting (Normal, Sport, Comfort) simply by pressing a button while riding, although for function and safety reasons the spring base may be changed only at a standstill. The spring rate is adjusted by an electric motor complete with its own transmission, while the damping rate is modified by small step motors on the dampers. Adjustment of the spring rate is controlled by two springs connected in a series, one behind the other. An elastomer unit (Cellasto) in combination with a conventional coil spring takes up forces under spring pressure, while radial expansion of the Cellasto element to the outside is restricted by a steel sleeve. On the inside, the Cellasto element moves an aluminum sleeve by means of electro-hydraulic connection. The position of this inner sleeve influences the expansion behavior of the Cellasto element to the inside and, therefore, its spring rate. In all, ESA II offers the following significant benefits: Much wider range of settings and suspension options with the Sport, Normal and Comfort modes Far better maintenance of the machine's static, normal position and riding geometry with all settings Optimum adjustment of the damping and spring rate / spring base in all settings Significant change of the motorcycle's character through adjustment of the dampers Excellent adjustment to all load conditions through the adjustment of the spring rate / spring base Significant enhancement of safety when braking and in general riding stability, free side angle in turns and firm suspension without sagging The proven brake system with BMW Motorrad Integral ABS in its partly integral version is standard on the R1200RT and offers maximum safety at all times. Maximum and controllable stopping power requires minimum effort on the part of the rider particularly when braking in an emergency. The front brake discs measure 12.6 inches in diameter, the rear brake disc measures 10.4 inches.   The R1200RT remains unmistakable in design, simply begging the rider to take to the road at very first sight. With its highly attractive black-grain surface finish around the air intake at the front of the fairing and around the upper side fairing, the R1200RT looks even lighter and more dynamic than its predecessor. More than ever before, the light look of the fairing, which offers maximum protection from wind and weather, makes the machine a truly unique experience. The intentionally limited use of color around the mirror hand-guards again contributes to the dynamic appearance of the R1200RT, while the integrated direction indicators now with white lenses accentuate the powerful touring character of the machine. Light edges in the fairing as well as the new cylinder head covers showcasing the length of the R 1200 RT give BMW's new motorcycle an even sleeker and more slender look from the side.   The windshield also is electrically adjustable to any position desired on the new R1200RT, with a variation of windshield height as before by up to 5.51 inches -- enough to protect virtually any rider, no matter how tall from wind and weather, while continuing to reduce the level of noise. To improve aero-acoustics to an even higher level, the windshield has been modified on the upper side section, helping again to significantly reduce wind noise. Windshield transparency has been optimized in this process, with less distortion around the edges as well as less reflection. To reduce vibrations, the windshield support has been reinforced with just one bar and the mirror mounting modified. The cockpit placed perfectly in the rider's line of vision, with its two analog dials for road and engine speed, offers improved ergonomics and allows the rider improved monitoring of all the machine's functions. The new R1200RT is now equipped with a matt visor finished in a dark metallic color above the instruments to avoid any undue reflection. The instrument cluster itself features a newly designed face, now looking even more modern and sophisticated. The instruments are supplemented by a central screen presenting data such as the coolant temperature, tank level, time of day or the currently selected gear in the usual proven manner. On models fitted with ESA II as an option, the instrument cluster also provides information on the current suspension setting. Data retrievable on demand include the overall mileage, trip mileage and, as soon as tank capacity has dropped to the reserve level, the remaining range on the fuel available. An on-board computer complete with an oil level warning comes as an option, with the information required (ambient temperature, remaining range, average speed, fuel consumption, tire pressure (optional) also available in the Info Display. Like the K1300 models, the new R1200RT is equipped with a brand-new generation of switches and manual controls. The new switches are far smaller and more compact, but at the same time offer a higher level of functional value. Apart from the standard direction indicator, horn, high beam and starter functions, the R1200RT features controls for the electrically adjustable windshield and the optional handgrip and seat heating, the on-board computer, ESA II, ASC, and cruise control all integrated in the control unit. As part of this modification, new, square-shaped and separately mounted hydraulic fluid reservoirs in a discreet smoky glass monitor the clutch and brake fluid are also fitted in the cockpit area.   New audio system regulated by the Multi-Controller available as an option: An absolute innovation in the motorcycle market is the new Multi-Controller. Installed on the inside of the left handlebar within optimum reach at all times, the Multi-Controller replaces the former function switch installed further to the inside of the handlebar. Like a computer mouse, the Multi-Controller responds to turning and pressing of the wheel, enabling the rider to select a specific radio station and music title or vary the volume of the sound system. The audio system is also new, featuring interfaces for an MP3 player, an iPod or USB stick as well as conventional devices such as a CD player. The CD player installed on the former model has been discontinued. The new system can store nine playback lists on a USB/MP3 and iPod, with the alternative option to play all titles in random choice. The Info Display presents the volume chosen as well as the title currently being played. The external devices used may be kept conveniently in a lockable compartment on the right side of the inner fairing, protected safe from wind and weather. The radio functions themselves are the same as before, but now the new audio system enables the rider to save 24 instead of just six stations. The rider can select stations either manually, through the memory function on stations saved in advance, or through the station search mode looking for the station with state-of-the-art reception (Autostore). The station currently being played is presented on the Info Display and the speed-related volume control may be set to three different levels. Above and beyond the functions provided by the Multi-Controller, the radio control unit is regulated as before through control knobs on the left side of the inner fairing. The R1200RT comes standard with hard-shell cases, offering a capacity on each side of 8.5 gallons. The case brackets are integrated almost fully into the body of the machine, providing a perfect match with the contours of the R 1200 RT. Case covers finished in high-quality body color and an appropriate surface look matching the overall design of the motorcycle ensure a harmonious overall impression from every angle. A premier locking system with four locking points offers an exact fit of the case cover as well as reliable protection from water. The luggage rack offers ample space for additional luggage. As an alternative, the rider may opt for two top-cases (either 12.9 gal or 7.4 gal) from the wide range of accessories. The smaller of these two top-cases is finished in black. The larger comes with a cover finished in White Aluminum metallic matt as a contrast to the black grain lower section or, Sapphire Black. A specially developed rail is designed on top of the tank for fastening the tank bag. And last but not least, numerous lashing points for luggage round off the touring package on the 2010 R1200RT.   R1200RT Options and Accessories; As a systems supplier by tradition, BMW Motorrad has developed a wide range of options and accessories for the new R 1200 RT, allowing the discerning customer to personalize his or her machine to an even higher standard. Options are available directly from the factory and are installed during production at the Berlin Plant. Accessories are installed by Authorized BMW Motorcycle Dealers. ASC RDC ESA II (Electronic Suspension Adjustment II) Audio system including Multi-Controller and interfaces for iPod, USB, MP3, etc. On-board computer, including oil level warning system Rider's seat, lower (30.7 /31.5") Suspension, lower (29.5") including extra-low seat (available only without seat heating) Seat heating (only in conjunction with heated handgrips) Heated handgrips Second power socket Preparation for audio system Cruise control Anti-theft warning system Exhaust system, chrome-plated Comfort seat, single-piece   Accessories: Bags and Cases Topcase, large (12.9 gal), cover in White Aluminium metallic matt or Sapphire Black Topcase, small (7.4 gal) Back padding for topcase, small Inner bag for topcase, large Inner bag for topcase, small Inner bag for system case, left or right System case protector, top (transparent film) Impact guard for cases Tank bag, watertight, with base plate Vario insert for tank bag Softbag 2, small (5 gal) Softbag 2, large (13.47 gal) Baggage roll, watertight (14 gal) Lashing strap with tightening lock Baggage straps Insert for radio socket Ergonomics and Comfort: Extra-low seat (30.1") (single-piece, only without seat heating) Rider's seat, low, (30.7/31.5"), Black or Grey Seat, Grey Comfort seat (30.9") (single-piece, only with seat heating) Design and Sound: Cylinder head covers chrome-plated Carbon cover on engine block Akrapovi sports muffler Splashguard at the rear Safety: Aluminum cylinder head cover protection Plastic cylinder head cover protection Anti-theft warning system First-aid kit, large/small Safety bolt for oil filter manifold Navigation and Communication: BMW Motorrad Navigator IV with accessories Mount for BMW Motorrad Navigator IV iPod adapter cable (USB/chinch) Range of Colors The fairing on the new R1200RT is lighter and more dynamic than the large surfaced fairing of its predecessor. This lighter and more dynamic look is achieved by the sophisticated black-grain surface finish around the side and front sections. The color concept -- with four new color shades -- enhances this effect and gives the 2010 BMWR1200RT a significantly more compact look through the contrast between the color of the body and the matt-painted engine spoiler as well as the seat finished exclusively in black on all models. Polar metallic accentuates the elegant sporty design of the new R 1200 RT. In conjunction with the engine spoiler finished in Dark Slate metallic matt, Polar metallic is a particularly colorful highlight in the R1200RT range. Thunder Grey metallic in combination with the engine spoiler finished in White Aluminum metallic matt, by contrast, offers another bold look. Ostra Grey metallic matt sets a powerful contrast to the engine spoiler finished in White Aluminum metallic matt, offering a very technical look. Twin-tone paintwork based on Thunder Grey metallic, together with sweeping lines in Titanium Silver metallic and Granite Grey metallic, makes the side surfaces appear even more compact and dynamic. The exciting array of colors available for the new R1200RT sets a sporty new tone along with the cases finished for the first time on a motorcycle in several of the machine's colors. 2009 BMW R 1200 RT SPECIFICATIONS Engine Capacity           1,170 cc Bore/stroke mm            101/73 Max output       110 hp at 7,750 rpm Max torque      88 lb-ft at 6,000 rpm Configuration                Flat-twin Number of cylinders     2 Compression ratio/fuel grade                 12/S 95-98 RON   Camshaft arrangement  DOHC Valves per cylinder                   4 Intake/exhaust diameter            mm 39/33 Throttle butterfly diameter         mm 50 Fuel supply management           BMS-K+ Exhaust management                 Fully-controlled three-way catalytic converter   Electrical System Alternator         720 W Battery V/Ah                12/19 maintenance-free Headlight                      W 3 x H7 Starter                          1.2 kW   Transmission/Gearbox Clutch              Single-plate dry clutch, diameter 7.1 inches Transmission     Dog-type six-speed gearbox Primary transmission ratio                     1.737 Gear ratios       I 2.375 II 1.696 III 1.296 IV 1.065 V 0.939 VI 0.848 Rear-wheel drive          Drive shaft Final drive ratio             2.62   Suspension Frame              Tubular steel frame, engine load-bearing Suspension, front          BMW Telelever Suspension, rear           BMW Paralever Spring travel                 front/rear 4.7/5.3 inches Castor                          4.3 inches Wheelbase                   58.4 inches Handlebar head angle               63.4 degrees Brakes inches               front -- Double-disc brake, diameter 12.6 rear -- Single-disc brake, diameter 10.4 inches BMW Motorrad Integral ABS (semi-integral), featured as standard   Wheels Cast wheels front 3.5 x 17 rear 5.0 x 17   Tires front 120/70 ZR 17 rear 180/55 ZR 17   Dimensions and Weight Length, overall 87.8 inches Width, overall, with mirrors       35.6 inches Handlebar width, without mirrors          31.5 inches Seat height (inches)       Standard: 32.3-33.1 / optional: 30.7-31.5 Optional lowered, 29.5 inches Accessory extra-low seat, 30.1 inches Accessory comfort seat, 30.9 inches Dry weight        505 lbs DIN unladen weight in road trim (w/o cases) 571 lbs Max permissible weight             1,091 lbs Tank capacity   6.6 gallons   Performance Data Acceleration     0-62 mph -- sec 3.8 Top speed        124+   Bike Reviews & News 2009-11-05T15:30:00-06:00 http://www.bmwmoa.org/site/benchwrenching_maintenance_on_the_road/ http://www.bmwmoa.org/site/benchwrenching_maintenance_on_the_road/#When:16:16:00Z Voni and I have spent the summer traveling on motorcycles. The bikes, her K75S now at 90,000 miles and my R1150R now at 123,000 miles have accumulated together just over 46,000 bike miles since we left home. While they performed well, they were not flawless. Some maintenance needs were expected.Maintenance On The Road Voni and I have spent the summer, April through September, traveling on motorcycles. The bikes, her K75S now at 90,000 miles and my R1150R now at 123,000 miles have accumulated together just over 46,000 bike miles since we left home. While they performed well, they were not flawless. Some maintenance needs were expected. Some were not. Both bikes had fresh major services shortly before we left home. I also anticipated a summer of travel away from home, so I did a few items of non scheduled maintenance before we left, too, like a new clutch cable on the K75 and a new rear shock on the R1150. The tires were what were on the bikes, but I had a tire change planned.             We rode from Texas to the Blitz to Branson, to Hyder, Alaska and then to Minneapolis for a nephew's wedding. At a stop in Kansas in June, I mounted four new tires and changed oil and filters in both bikes. This hardly counts as on-the-road maintenance though, since I did it at our old house in my old shop. After a quick trip to Bismarck, North Dakota and a weekend at the BMW Bash just south of Harrison, Arkansas, we set out to explore Arkansas and Tennessee on the way to the BMW MOA rally at Johnson City. And here the first unexpected problem arose.             We were riding up the 10 mph switchbacks to Mount Nebo State Park southwest of Russellville. About two-thirds of the way up, Voni pulled off into a turnout. She told me the engine temperature light had come on but the fan was not running. OK, one of the only two or three problems with classic K bikes had just occurred. Especially on K75s, the fans run so seldom that the nose bearing gets stuck with grime over time, and when the fan tries to run it gets hot and melts the brush holders. Incidentally, it blows the horn fuse. We let it cool down a bit and rode to the top where we let it really cool down.             We rode back down and on our way. Absent the stress of climbing the switchbacks at slow speed the engine temperature would not be an issue. I ordered a replacement fan assembly from Euromotoelectrics to be shipped to me at the rally in Johnson City. It arrived on time, but between Camp Gears, presenting four seminars, shopping at the vendors, and other typical rally activities I didn't bother to put it in at the rally. With a week to ride all the way to West Virginia I figured I'd find a quiet evening for some quality time with the K75.             I did find time and a good campsite for maintenance at Hungry Mother State Park just north of Marion, Virginia. As will become obvious as this narrative continues, I do carry a substantial number of tools when I travel by motorcycle. Photo 1 shows the contents of the tool bag I carry when we travel. I also carry a bead breaker, tire irons, tire pressure gauge and Cycle Pump for tires, not shown in the picture.             Removing the old fan and installing the new fan was straightforward if a bit fumbly. It was obvious that the hose clamps had all been installed with the fairing off the bike. Several were aimed the wrong way to loosen with a screw driver or nut driver. A small ratchet and socket, or small box end wrench did work. On my K75T absent a fairing it was easy. On this K75S the fairing made removing the radiator somewhat difficult, and once loose, it needed to be twisted and turned a bit to clear the fairing lowers. Nonetheless, it came out and replacing the fan once the radiator was on the picnic table was not difficult. I had captured the coolant in a two quart plastic box in which I carry miscellaneous supplies, so refilling the bike with coolant was easy. I would have simply purchased new coolant but proper disposal of the old coolant was the issue, so I opted to simply put it back in the bike.             Everything was fine for a day or so. Then the fuel line on my R1150 started seeping near a connection. Not at the connection-through the outer rubber sheath near the connection. The hose felt spongy near the end. I cut about one inch off the end of the hose and re-clamped it at the connection. I made a note that the hose needed to be replaced but didn't want to pull the fuel tank to do it in the grocery store parking lot.             I've forgotten exactly where we were in West Virginia, but after a day of riding up and down and around in the twisties Voni announced that she thought the clutch hub splines in her K75 needed to be lubricated because she was having difficulty downshifting. Classic K bike problem number two! Since we were headed to the BMW RA rally I decided I could do that at the rally site, or better yet, at Million and a Half Mile Dave Swisher's home in Virginia. About the second person I saw at the rally was Dave, so we made arrangements to head to his house after the rally was over.             I checked my records and the clutch hub/transmission splines had been lubricated 17,000 miles previously when I replaced a crankshaft rear main seal. This service is usually is good for 40,000 miles on a K75, so I was perplexed. I concluded the problem might be in the transmission, might be a worn and roughened input shaft, or might just be dry dirty splines. In any case the transmission needed to be removed to find out.             At Dave's, on a lift in his shop, removing the transmission was straightforward. I was pleased to find the splines dry, dirty, and covered with red rusty dust. I wasn't pleased that the prior lubrication had failed to last, but pleased that the condition of the splines explained the problem. The input shaft and clutch hub looked very good except for that dry condition and red dust.             I have since remembered that I used straight Honda Moly 60 when I last lubricated those splines. I have been dissatisfied with it before because it seems too dry and not tacky enough. I have mixed it 50/50 with Wurth 3000 (green goo) grease with good results, but my "blend" was in Kansas and I was in Texas with a tube of Honda Moly 60 when I last worked on this bike.             With help from Dave, we spent a day in his shop doing this work and a few other odds and ends. Dave had noticed some road tar and other grime on the front of the K75's engine case, so dug out a fender extender he didn't have a current use for, and we installed it on the fender. We hit the road again. Two days later my fuel line started seeping through the rubber again. So a quick trip on Voni's bike to an auto parts store resulted in new fuel line and new clamps to finish doing that job the right way.             We rode to the Canadian Maritime Provinces and spent a couple of weeks in Newfoundland and Labrador. In checking the condition of the bikes from time to time, I noticed that I would soon need rear brake shoes on my R1150R. The rear tire on my bike was also going to need to be replaced a bit sooner than I had intended. After touring the Maritimes, we stopped at Frank's Motorcycle Sales and Service near Essex Junction Vermont. I do carry tire equipment but since they could do it right away I opted to have Frank's mount a new rear tire and install new brake pads while the caliper was loose anyway. We received superb, fast service and were quickly back on the road.             We were headed to St. Charles, Illinois for Checkpoint Number One of the 2009 Iron Butt Rally. I was scheduled to work as a scorer at this checkpoint and later in Spokane at the Finish. As we pulled out of the motel parking lot in Sault Ste. Marie, Michigan I discovered I had a serious problem with my motorcycle. When I pulled the clutch lever I felt the clutch release point change suddenly. The lever felt "mushy." I concluded immediately that the hydraulic clutch slave cylinder was failing. Pumping it restored clutch function somewhat but it was only a matter of time before it was going to fail completely and possibly dump DOT 4 hydraulic fluid where it would soon contaminate the clutch disk surface.             With about 5 shifts we rode 100 or so miles down the road to Manistique, Michigan-100 miles closer to a dealership-with time for Voni to go get the parts if they had them in stock. It was Saturday. Nick's near Appleton, Wisconsin did not have the slave cylinder in stock, but would come in Monday (though closed) to order it to have Tuesday. Engles in Kansas City could have one to me Tuesday. I wanted it Monday. I was determined not to add to the lore of BMW mechanical problems associated with the Iron Butt Rally-even just as a scorer. Mischler's in Beaver Dam did have the parts in stock:  the slave cylinder, the sealing washers, and the gasket. Mischler's is open Monday. Brian and Sue Rihn Manke live nearby.             I flushed the (by now) black gunky fluid from the system and installed new fluid. I also removed the wheel and shock and loosened and pulled back the slave cylinder. No fluid gushed out. The clutch seemed to be working so I chose to closely watch the fluid level in the reservoir and head to Beaver Dam to pick the parts up first thing Monday morning. I changed the fluid again on Sunday night and found that the new fluid had begun to darken too-meaning the deteriorating rubber parts were contaminating the fluid.             Mischler's had the parts waiting at the front counter when we arrived as they unlocked the doors first thing Monday morning. We had already called Brian and Sue and made arrangements for garage space and sleeping quarters. Brian had the shop space cleared and was waiting for us. I had the BMW Repair Manual CD copied to my computer, so I had already read what it had to say about changing clutch slave cylinders. I chose to not believe it completely. There is a metal cross tube that is in the way. The manual advises to remove the cross tube by removing the air box and swinging the rear frame up slightly to provide clearance to remove the tube. I thought loosening and dropping one end of the swing arm would be easier. After I removed the rear wheel and the rear strut (shock absorber) I took the new part and fiddly fingered it between the cross tube and swingarm without removing either. I concluded that if I could get the new part in I could get the old one out. That is exactly what I did.             I had to rotate the slave cylinder 90 degrees to reach the hydraulic supply line banjo fitting with a long ball-end Allen wrench from the side instead of the top but was able to do so even with the air box in the way-both removing the old part and installing the new part. I was sure I would drop one of the bolts or sealing washers, but managed not to do so. From start to finish the job took a couple of hours.             Examining the old slave cylinder it was clear that the throwout bearing built into the assembly had failed. It had collapsed and was very rough and hard to turn. The new one protruded and turned smoothly and easily. This collapse is what I felt when the clutch release point changed suddenly. Pressure on the clutch would spin the whole piston in the cylinder, causing the seals to soon fail. Be attentive to how the clutch feels, and certainly the color and level of the fluid in the reservoir.             As we headed west towards Spokane, I decided that Voni's K75 was going to need a new rear tire. It wasn't down to the wear bars but soon would be. Looking at the dealership listings in the 2009 Anonymous Book I decided that Mac's Cycles in Clarkston, Washington would be a good place to stop. We have previously camped at Hell's Gate State Park across the river in Lewiston, Idaho so decided to head there. We needed to be in Spokane Thursday night and it was Wednesday morning when we got to Clarkston. We went to Mac's and they didn't have any tires to fit a K75 rear wheel. I asked if they could get one by Saturday since we could be heading back that way after the IBR Finish. Nope. They couldn't get a tire by Saturday. No way. They showed complete unconcern. They carry five brands of ATVs, and two or three brands of motorcycles including BMW. They had no tires for K75s or other classic K bikes.             I know I could have called ahead earlier but was sure that on a Wednesday they could get a tire by Saturday. I was wrong, even though if I have an address to provide, I can get a tire shipped to me in three days virtually anywhere in the contiguous 48 states. That was becoming plan B, to the hotel in Spokane if need be.             We headed north to Beaudry Motorsports in Post Falls, Idaho, between Coeur D'Alene and Spokane. At first they thought they didn't have a tire to fit-the computer said they didn't-but one of the employees insisted on going back upstairs and looking again, and again. He found an ME88 that fit the bike as when new. It was older than I liked-more than five years old-but still a sound tire. I bought it. Since we were on the road I pulled the wheel and they mounted and balanced the tire immediately. Great service for travelers!             We are now headed to the Bavarian Mountain Weekend Rally in New Mexico, and winding down our travels for the summer. I have no more maintenance in mind until we get home ... unless. Good wrenching!   Tech Articles, General Tech 2009-11-04T16:16:00-06:00 http://www.bmwmoa.org/site/keeping_up_with_the_s1000rr/ http://www.bmwmoa.org/site/keeping_up_with_the_s1000rr/#When:16:50:00Z CamCruiser has an illustrious history in building specially-designed 'tracking' vehicles for both still and video photography. For the high-speed demands of the Planet Power shoot, the team developed the CamCruiser Pacer - a heavily modified Mini Cooper.In preparation for the launch of the S1000RR and to fuel the anticipation surrounding one of the firm's most revolutionary motorcycles, BMW Motorrad has recently embarked on several innovative marketing projects. As part of the Planet Power campaign, the German manufacturer headed over to the Portimao circuit in Portugal with a group of photography experts for a breathtaking high-speed shoot with equally breathtaking results. In order to emphasise the strengths of BMW Motorrad's first venture into the Supersport market and to illustrate the S1000RR's awesome credentials, it was decided that a virtual three-dimensional world where normal rules don't apply should be developed. The campaign - Planet Power - would illustrate why the bike is one of the most talked about in the industry, even before its series production release date. To give the images authenticity, real-world shots of the bike needed to be used in the midst of the computer generated backdrop. For this reason, the S1000RR was unleashed in its natural environment - the racetrack. BMW Motorrad and its creative partner Serviceplan enlisted the help of top photographer Mats Cordt, who was responsible for capturing the images of the S1000RR that would then be integrated into Planet Power. In order to shoot the bike at its peak, Mats needed to get as close as possible to the action - a requirement that demanded the skills of CamCruiser, a company specialising in fast-paced photography. CamCruiser has an illustrious history in building specially-designed 'tracking' vehicles for both still and video photography. For the high-speed demands of the Planet Power shoot, the team developed the CamCruiser Pacer - a heavily modified Mini Cooper - which would shadow the S1000RR around the Portimao circuit.   Matthias Gelhausen, the man tasked with coordinating the project explains that the Portimao shoot presented some unique challenges and demanded nerves of steel from photographer Mats. "Normally, the cameras are operated remotely by the photographer or cameraman who sits in the seat next to me in the car," he says "But in the case of the S1000RR shoot, we realised that the remote method simply wouldn't work. There's a delay of around a second between the laptop which is used to view images and the camera itself and, when you're shooting objects at such a high speed, one second makes all the difference. "As a result, we realised that we would have to make several adaptations to the car to facilitate the high speed photography. For this reason, we built structures on the front of the car and at the rear, from where Mats could sit and shoot." Although the Mini Cooper is renowned for its performance and handling, the S1000RR is a different beast. The 193hp, 183kg thoroughbred would easily outrun its four-wheeled counterpart. Consequently, CamCruiser heavily modified the Mini in order for it to keep pace. "The build itself was fairly detailed and involved a lot of testing to make sure that the photographer would be safe," continues Matthias. "We added new suspension systems on each wheel, added a role cage, adapted the bodywork and tuned the engine to increase power. We then used 120kg sandbags to make sure the car could cope under the weight of the photographer and equipment. In the end, the car was almost flawless. Considering we were travelling down the straights at up to 170 km/h and around bends at 100 km/h, there was nothing we needed to worry about." The results of the shoot suggests a perfect harmony between the CamCruiser crew, the photographer and the lucky riders who piloted the S1000RRs at Portimao, however Matthias reveals that the group needed to work hard to obtain the images they had hoped for. "The most difficult aspect of the shoot was perfecting the relationship between myself and the riders," he says. "We were working in such close proximity and at such high speed, it was important that we each understood what was required. The test riders were very technical and looking for the racing lines, whereas I was looking to position the car in the best possible area to ensure Mats got the shots he needed. In the end, we reached a compromise and worked very well with one another - and the shots speak for themselves." Bike Reviews & News 2009-10-26T16:50:00-06:00 http://www.bmwmoa.org/site/bmw_motorcycles_receives_more_honors/ http://www.bmwmoa.org/site/bmw_motorcycles_receives_more_honors/#When:15:41:01Z BMW Motorrad USA has been awarded four more honors from Motorcycle.com, a leading motorcycle enthusiast web site.On the heels of receiving three prestigious awards for the BMW F 800 GS from America's top U.S. motorcycle magazines, BMW Motorrad USA was awarded four more honors from Motorcycle.com, a leading motorcycle enthusiast web site reaching 75,000 subscribers. In its first annual Motorcycle.com "Best Of " awards, BMW Motorrad's R 1200 RT was named Best Touring Bike for 2009. The BMW K 1300 GT was named Best Sport Touring Bike, while the F 800 ST was given an Honorable Mention for Best Sport Touring Bike; and the F 800 GS captured its fourth award of the year, being named Best On-Off Road Bike. Earlier this year, the BMW F 800 GS was named 2009 "Motorcycle of the Year" by Rider Magazine, "Best Dual-Sport Bike" for 2009 from Cycle World, and Motorcyclist's "Best Adventure Bike" for 2009. "We are delighted to receive these prestigious awards for several of our motorcycles in one year," commented Pieter de Waal, Vice President, BMW Motorrad USA. "It is a true credit to BMW's legacy of excellence in the design, technology and production of versatile motorcycles that meet the evolving needs of today's riders." Bike Reviews & News 2009-08-25T15:41:01-06:00 http://www.bmwmoa.org/site/k1300r_takes_center_stage_with_top_hollywood_actor/ http://www.bmwmoa.org/site/k1300r_takes_center_stage_with_top_hollywood_actor/#When:15:05:00Z The K1300R isn't Joseph's first BMW. The Shakespeare in Love star spent over 12 months as the proud owner of a K1200R.  British actor Joseph Fiennes has been living life in the fast lane since taking delivery of his BMW K1300R just a few months ago. The world-famous star of stage and screen has recently reignited his passion for two wheels, getting to grips with one of the most powerful and well received bikes of 2009. The K1300R isn't Joseph's first experience of BMW Motorrad machinery. The Shakespeare in Love star spent over 12 months as the proud owner of a K1200R - a bike, he feels, that was difficult to improve upon. However, after just a few weeks with the K1300R, Joseph was revelling in the increase in power and handling ability that the large-capacity naked bike offers, even if the sheer performance available demands serious respect! "It's all about being sensible, but with a bike as delightful as the BMW K1300R, self control is far more difficult than bike control..." Joseph says. Although he has been riding scooters and small-capacity motorcycles since the age of 16, it wasn't until 2005 that Joseph finally took the plunge and obtained his full licence. "Motorcycles just make sense for me, particularly in big cities like London," he says. "In Europe, motorcycle use in urban areas appears to be the norm and London has always felt slightly behind the times. But with more traffic on the road than ever, people seem to be coming round to the idea of using bikes to get from A to B." Using the K1300R to commute to and from meetings, rehearsals and performances has allowed Joseph to get around quicker than most. Yet despite having 173 hp and superior handling at his disposal, the 39-year-old has been treating the bike and his surroundings with due care. "I recognise the need to respect the different environments that I ride in, but on the open road I tend to loosen up a bit," he says. "It's more difficult in central London, as like most major cities, the roads are fraught with tension and you need to focus on other road users and not just on your own riding." To enjoy the full potential of the K1300R, Joseph plans to take the bike to the track at the first possible opportunity. "That would be a fantastic experience!" he enthuses. "I was working near the Goodwood circuit recently and would ride past and dream of having a go. I think it's important that I do use the track one day, as it's difficult to make full use of the outstanding engineering of the bike without testing it under certain conditions." As a fully-fledged member of the Royal Shakespeare Company, Joseph is at home on the stage, however it was with the 1998 smash hit movie Shakespeare in Love that he found instant fame. This was followed with another highly-acclaimed on-screen performance in Elizabeth, the story of the 16th Century Queen of England. Even with two Academy Award-nominated films under his belt and a promising career on the silver screen in the offing, Joseph has since spent more time on stage than on screen, with the French play Cyrano de Bergerac being the latest in a long line of productions on his impressive CV. Much like the K1300R, Cyrano de Bergerac has received rave reviews from audiences and critics alike. Operating in an industry that is under constant scrutiny from reviewers, Joseph is well aware of the danger of bad reviews and is grateful that his recent stint as the lead in Cyrano de Bergerac has received such positive acclaim. "Probably about 40 per cent of an actor's professional life is about disappointment, whether that be not getting a job or receiving a bad review. So, to see such a positive review was really heartening," he comments. "It was a great show and it was a pleasure to play Cyrano," he says of the lead role. "He's an extraordinary character who has been played by some great actors in the past. I enjoyed the project immensely. In many ways, the play is like the K1300R. It's a great ride, full of twists and turns but has a remarkable stability!" For his next role, Joseph will relocate to the glamorous surroundings of Los Angeles and swap the period costume that has been ever-present throughout his career for a sci-fi story that is sure to keep audiences on the edge of their seats. "I'm doing some studio work for a new series called FlashForward that is being produced to fill the slot left by the popular TV show 'Lost'," he says. "It's about a global blackout and premonitions of the future. It's a departure from what I'm used to, so no more baggy shirts and horses!" So what better way to prepare for starring in a futuristic thriller than riding the K1300R?   # Bike Reviews & News 2009-07-31T15:05:00-06:00 http://www.bmwmoa.org/site/this_is_the_s1000rr/ http://www.bmwmoa.org/site/this_is_the_s1000rr/#When:17:28:00Z To successfully enter the World Championship with a Superbike today, a manufacturer needs a production model with the right kind of overall concept consistently applied in all areas.Introducing the new BMW S 1000 RR on the legendary Monza Racing Circuit, BMW Motorrad is for the first time launching an absolutely innovative supersports bike with a straight-four power unit. With this world debut, BMW Motorrad is indeed establishing a true milestone in the world of sports machines, combining engine output of 142 kW (193 hp) with overall weight of just 204 kg (450 lb) including fuel (183 kg/403.5 lb dry weight, 206.5 kg/455.3 lb overall with Race ABS). Specifications of this calibre make this supersports machine not only an absolute highlight in terms of its power-to-weight ratio and performance, but also, equipped with Race ABS and DTC Dynamic Traction Control, a new benchmark in terms of riding dynamics, safety and innovation. The decision to present this unique performer in Monza was by no means a coincidence. For since the beginning of this year Team BMW Motorrad Motorsport has been playing an active role in the World Superbike Championship, the new S 1000 RR setting the foundation for the production-based racing machines ridden by BMW Motorrad's two works riders Troy Corser and Ruben Xaus. And obviously the Royal Park in Monza is the ideal place for a presentation of this calibre. The Challenge for BMW Motorrad To successfully enter the World Championship with a Superbike today, a manufacturer needs a production model with the right kind of overall concept consistently applied in all areas. The essential factors, therefore, are supreme power, a wide range of engine speed, fast revving capacity also over a long period, optimum chassis stiffness, and perfect set-up of the engine. Other features absolutely essential more than ever particularly in the top league of supersports motorcycles are simple and straightforward rideability, lightfooted handling, and above all safety features such as rider assistance systems like ABS and traction control giving the customer precisely what he needs. Developing the S 1000 RR, BMW Motorrad has entered completely new, unchartered terrain. Clearly, this meant a huge range of new challenges and responsibilities for the entire Development Team, but also gave the Team enormous motivation in seeking to set new standards. The specific targets in developing the S 1000 RR were therefore clear: To achieve output and performance of the highest standard. To make the suspension absolutely stable, with top handling and supreme traction. To give the new machine that unmistakable, dynamic design of BMW Motorrad. To reduce the weight of the motorcycle to an absolute minimum. To ensure top quality typical of BMW . Unique against the competition Over the years and decades, the principle of combining a straight-four power unit with an aluminum bridge frame has been consistently developed and has become the dominating technical concept particularly in the supersports segment. The reason, quite simply, is that a motorcycle of this kind offers significant benefits in terms of riding dynamics, long-distance endurance, and straightforward production. Precisely this is why the new S 1000 RR also applies this concept with its proven fortes and advantages. But even while the S 1000 RR, in its concept teaming up a straight-four power unit and an aluminum bridge frame, may appear at first sight to have similarities with some competitors, the Development Team at BMW Motorrad has succeeded in enhancing the existing status of this concept in virtually every respect. As a result, the S 1000 RR offers not only a wide range of USPs in terms of technology, performance, and design, but also, through its particularly compact overall layout, clearly demonstrates the high school of European engineering in the supersports four-cylinder segment. Maximum performance and riding dynamics The consistent concept of the S 1000 RR supersports is borne out in particular by the truly fascinating, innovative high-performance technology and incomparable riding dynamics of this new machine. The result is an exceptional combination of supreme riding precision and agility, on the one hand, with unparalleled engine power and performance, on the other, providing an overall package truly unique in the market. Never before has a BMW motorcycle been conceived and built more consistently for supersports riding in terms of its concept and overall construction. But at the same time the new S 1000 RR retains many of the virtues so typical of every BMW to this day: Extreme sportiness and riding dynamics combined with supreme everyday riding qualities, playful handling together with supreme riding stability, outstanding performance combined with unparalleled active safety, as well as dynamic, unmistakable design in conjunction with optimum ergonomics and aerodynamics. Free choice of engine characteristics as well as Race ABS and DTC Dynamic Traction Control The new S 1000 RR also excels through features and qualities typical of BMW such as a long running life, superior quality of production and optimum environmental compatibility thanks to the use of the most advanced exhaust management with two fully controlled three-way catalytic converters also able to fulfill future standards and requirements. Active safety when braking is significantly enhanced by Race ABS developed especially for the S 1000 RR as a genuine supersports and available as an option straight from the factory. A further most significant feature likewise contributing to active safety of the highest standard is DTC Dynamic Traction Control also available as an option and masterminded electronically for supreme precision and practical value. Facing various riding conditions such as wet roads ("Rain"), regular road conditions ("Sport"), a race track with supersport tires ("Race"), or a race track with slicks ("Slick"), the rider also has the choice of various engine characteristics and set-ups available at the touch of a button. And last but not least, Race ABS and Dynamic Traction Control are combined with the respective riding modes and coordinated with one another to ensure a supreme standard of performance and safety all in one. Valve drive like in a BMW Formula 1 The primary objective in developing the new S 1000 RR was to create a supersports with supreme engine power combined with optimum rideability for the highest conceivable standard of all-round performance. The water-cooled four-cylinder inline power unit chosen to provide these qualities is brand-new from the ground up, developing maximum output of 142 kW (193 hp) at 13,000 rpm and revving up to a maximum speed of 14,200 rpm. Maximum torque of 112 Nm (82.5 lb-ft), in turn, comes at 9,750 rpm. Following the example of BMW's Formula 1 engines, the two intake and exhaust valves per cylinder made of extra-light titanium are operated by very small and equally light single cam followers. In conjunction with the short sprocket driving the camshaft via an intermediate gear, this ensures supreme revving qualities at the highest speeds as well as exact maintenance of valve timing combined with very compact dimensions. The use of extremely small and light cam followers furthermore gives the engineer greater freedom in choosing the ideal valve lift curves and, accordingly, in selecting optimum performance characteristics on both road and track. All engine components are particularly compact and light, limiting weight of the overall engine without ancillaries to 59.8 kg (131.8 lb) and keeping the entire power unit very slim and slender. Innovative exhaust system with interference pipe butterflies for optimum power and performance Made completely of stainless steel, the exhaust system featured by the S 1000 RR is designed consistently for optimum power and performance. It works according to the 4-in-2-in-1 principle with four individual manifolds of equal length first merging into two pipes beneath the engine block and then extending into a large-volume pre-silencer. From there the exhaust emissions flow through a very short and dynamically designed rear-end silencer to the outside. A homogeneous power and torque curve ensuring optimum rideability is acknowledged as the requirement for sporting performance on the road and fast lap times on the track. Precisely this is why the exhaust system featured on the S 1000 RR comes with two fully controlled interference pipe butterflies housed in two connection pipes for the two outer and two inner manifolds, in the immediate vicinity of the exhaust ducts. As a function of various parameters such as engine speed and the position of the throttle butterfly, an adjuster opens or closes these flaps, allowing exhaust gas to flow freely between the two manifolds or, respectively, interrupting the flow of gas. This coordinates the sequence of oscillations in the exhaust gas mass flow, reducing exhaust gas counter-pressure at the decisive point (like on a racing muffler) and increasing the cylinder charge accordingly. This factor alone makes a significant contribution to the very high standard of homogenous overall performance offered by the S 1000 RR. Lightest supersports with ABS The new S 1000 RR offers the highest standard of technology also on its suspension and running gear. Weighing just 206.5 kg or 455.3 lb in road trim and with a full tank, BMW's new supersports is by far the lightest machine of its calibre displacing 999 cc and featuring ABS brakes. One of the features that ensures this light weight is the aluminum bridge frame integrating the engine tilted to the front at an angle of 32° as a loadbearing element for optimum torsional stiffness on minimum weight. The front wheel runs on an upside-down fork with a fixed tube measuring an ample 46 millimeters or 1.81" in diameter, while a torsionally stiff swing arm made of aluminum holds the rear wheel in position. The spring and damping action required is provided by a central spring strut pivoting on a guide lever. The rear frame section of the S 1000 RR is a welded light-alloy structure belted to the mainframe, combining low weight with superior stability and a high standard of robust strength particularly important to riders and teams on the race track.   Putting the rider right in the centre The rider's seating position leaning forward towards the front wheel for an active style of riding is simply ideal for the sporting rider with his particularly dynamic style. Developing the S 1000 RR, BMW Motorrad has given particular attention to the superior ergonomics of the machine, providing ideal qualities for both small and tall riders and therefore focusing consistently on the rider's individual requirements. The tank section is as slender as on a 600-cc machine, giving the rider the assurance of excellent control and handling at all times. In the process of developing the S 1000 RR, BMW Motorrad focused not only on a lightweight structure, but also on minimum dimensions as an absolutely essential requirement. Cylinder bore of 80 millimeters or 3.15", for example, the largest bore in this segment, and the resulting width of the cylinder head, called for particularly attention on the part of the engineers in order to make the front silhouette of the S 1000 RR extremely slim and slender, on the one hand, while providing an efficient flow of cooling air, on the other. Technical challenges of this kind as well as a development period of just four years made the S 1000 RR the ideal project for consistent, all-out use of CAD (Computer-Aided Design) technology as well as the most advanced calculation methods, for example for the machine's aerodynamics. As the bottom line, the S 1000 RR is the absolutely ideal motorcycle for the customers of BMW Motorrad looking for new, unprecedented standards and qualities in the supersports segment. Overview of technical highlights: Best-in-class performance and supreme riding dynamics in the supersports segment. Engine output 142 kW (193 hp) at 13,000 rpm, peak torque 112 Nm (82.5 lb-ft) at 9,750 rpm. Weighing 206.5 kg (455.3lb) in road trim and with a full tank, this is the lightest supersports in the 1000-cc class with ABS. Best power-to-weight ratio in this class of just 1.05 and, respectively, 1.06 kg (2.31 and, respectively, 2.34 lb) per horsepower without/with Race ABS. Optional Race ABS for outstanding brake performance and safety. Weight of the entire system just 2.5 kg (5.51 lb), while other systems of a similar kind weigh up to 10 kg. Optional DTC Dynamic Traction Control in conjunction with Race ABS for optimum performance and maximum active safety when accelerating. Only supersports machine with Race ABS and DTC Dynamic Traction Control. Various riding modes available at the touch of a button for wet surfaces, regular road requirements, race tracks with sports tires and race tracks with slicks. All-round set-up, coordination and balance of Race ABS, DTC Dynamic Traction Control and engine management for all four riding modes. High-speed, extra-sturdy valve drive with individual cam followers and titanium valves following the example of BMW's Formula 1 engines. Innovative exhaust system with a small and short rear-end muffler, pre-silencer and electronically controlled interference pipe flaps as well as a fully controlled exhaust gas manifold and two fully controlled three-way catalytic converters. Optimum gas dosage combined with maximum functional reliability ensured by E-gas (ride-by-wire), incorporating two bowden cables (opening and closing cable) leading to the throttle butterfly adjuster. Fulfillment of all environmental standards with the potential to meet future emission requirements ensured by two fully controlled catalytic converters and digital motor electronics. Damper elements with a wide range of adjustment on the spring base, the inbound and rebound stroke, as well as the greatest damping reserves, particularly for racing. New, clearly defined, simple and straightforward options to adjust the suspension and running gear. Aluminum tank unique in this segment for further reduction of overall weight. Supreme handling combined with best-in-class high speed and braking stability. Multi-functional instrument cluster with racing features such as a lap timer. The rider is able to set all functions directly from the ends of the handlebar. New generation of switches with optimized ergonomics. Supreme aerodynamics and sporting ergonomics ideal for both the tall and short rider. Optional HP Gearshift Assistant for shifting up without operating the clutch and without the slightest interruption of torque and pulling power. Wide range of equipment, special features and options tailored to the S 1000 RR and naturally offering full BMW quality.     Bike Reviews & News 2009-05-09T17:28:00-06:00 http://www.bmwmoa.org/site/adventure_riders_challenge_may_14th_17th_2009/ http://www.bmwmoa.org/site/adventure_riders_challenge_may_14th_17th_2009/#When:18:19:00Z This is the third year of the Challenge and this year's event is completely revised to provide more riding - almost 500 miles over mountains with a view of the Pacific Ocean followed by desert riding the next day.BMW Motorrad USA is the official sponsor of RawHyde's Adventure Riders Challenge RawHyde's Adventure Riders Challenge (ARC) is North America's most exciting adventure event.  This is the third year of the Challenge and this year's event is completely revised to provide more riding - almost 500 miles over mountains with a view of the Pacific Ocean followed by desert riding the next day.  Most of the route is dirt - all of it is scenic. The ARC is now sponsored by BMW Motorrad USA and we encourage our dealers to support this event and even to attend in person. To check it out go to: http://www.adventureriderchallenge.com/ ARC Description - May 15 - 17 Participants will arrive on Thursday May 14 to ride the coastal mountains on Friday May15 and hit the desert on Saturday May 16.  Two routes are provided, either big-time adrenaline for the thrill seekers or an easier, more relaxed ride.  The rides are mandatory to complete the Challenge, there will be lunch and check points along the way.  A highlight of the Challenge is the Rodeo which requires strong low-speed and balancing skills, especially for the "Pit and the Pendulum".  There will be thousands of dollars in prizes and a chance to pit riding skills against other participants.  For the first time there will be team as well as individual competition. Day One is the "Pit" challenge--a team event where three person teams ride their motorcycles through a deep ravine full of natural obstacles (and some un-natural obstacles as well).  The fastest team to make it through is the winner. Day Two is a solo competition where individual riders accrue points for demonstrating skills of balance, and finesse taking their bikes over obstacles through technically challenging terrains.  Its all great fun and the camaraderie evoked is amazing. Only about 250 participants in all can be accommodated, so sign-up now. Fees: To enter: $349 (participants provide their own motorcycles) -        Entrance in rodeo -               10 meals -               A campsite -               A photo journal full of pictures taken of you at the event -               GPS tracks and Routes -               A souvenir shirt -               Live entertainment and more... To be a spectator: $319. To Sign Up: To sign up now go to:        www.adventureriderchallenge.com/arc09_app.pdf Contact: Jim Hyde RawHyde Adventures                    Phone :                       213-713-5652 PO Box 244, Castaic,CA.91310                                    Web Sites :  www.adventureriderchallenge.com                                      www.RawHyde-Offroad.com E-mail :           info4rawhyde@earthlink.net Bike Reviews & News 2009-04-22T18:19:00-06:00