http://www.bmwmoa.org/bike/ en editor@bmwmoa.org Copyright 2012 2012-05-14T20:23:00-06:00 http://www.bmwmoa.org/site/just_right/ http://www.bmwmoa.org/site/just_right/#When:19:23:00Z For those of us who think that a 650cc motorcycle is small, prepare to be enlightened. When Husqvarna invited the BMW Owners News to test one of their new 2102 models, they probably had the TE449 in mind, the bike with BMW's motor from the G450X wrapped in bright red Husqvarna plastic.Review and photos by Ian Schmeisser #50592 For those of us who think that a 650cc motorcycle is small, prepare to be enlightened. When Husqvarna invited the BMW Owners News to test one of their new 2102 models, they probably had the TE449 in mind, the bike with BMW's motor from the G450X wrapped in bright red Husqvarna plastic. Instead, the request was made for the TXC 310, which is essentially Husqvarna's 250 woods racer with its motor bored and stroked to 302cc. Honestly, a 450 is rather big (weight and horsepower) when you're talking about riding tight woods trails, and a 250 is too small (bottom-end torque) when you're taking about riders weighing north of 200 pounds. The TXC 310, with its 82mm x 57.3mm bore/stroke motor and 12-port Mikuni fuel injection system, makes what most will consider to be enough power with lower weight, making it just right for everything from cow trailing to full-bore cross-country racing. The bike made pretty short work of the motocross track too, which we rode to break in the engine. The bike was impressively capable of high-performance riding right off the showroom floor, as it didn't take Schmeisser-the-younger more than 10 minutes to warm the motor and jump everything in sight on a national-level track. For sure, Schmeisser-the-fatter wasn't going to be flying any triples. Sprung for a rider of approximately 180 pounds, a high-quality closed-cartridge 48mm Kayaba front fork and plush Kayaba rear shock suspend the beautifully-crafted all-black chromoly oval-tube steel frame quite well over all kinds of terrain, handling even the big air landings with composure, even though it was set-up more for woods racing. Compression and rebound damping could be precisely tuned to conditions; the speed-sensitive damping is a distinct plus as riding conditions varied. Compared to my HP2 Enduro, the Husqvarna's suspension's performance and adjustability are in an entirely different (read: better) league. Right now With a claimed wet weight of 256 pounds and a chassis very similar to Husqvarna's 250 motocross bike, the TXC310 feels aggressive while underway. Exceptionally assured traction and tight, fast-response steering make it easy to keep the bike on the line. Unlike the more nervous KTM, a steering damper is not required. The motor is not all that happy when finessing the throttle down low; it much prefers a quick roll-on and fast progress through the closely-spaced ratios of the 6-speed transmission. With a rider that has good clutch skills, this bike is extremely fast in all conditions and extraordinarily compliant with rider inputs. If you ask, the TXC 310 makes it happen right now. No matter the condition, we were unable to get the supplementary cooling fan to come on, which is a good indication that the radiator is sized well and the air is flowing through. This is important for slogging through mud all day. While I have not ridden previous models, many reports have noted an improvement in the TXC 310's fueling map. It's still extremely sensitive at low throttle openings and can be a bit challenging to ride smoothly, especially with low hours on the motor. The trick is to never fully close the throttle (easier said than done) to avoid complete FI cut-off. Our dealer, BMW/Husqvarna of Atlanta, promises an improvement after break-in and adjustment. However, Schmeisser-the-younger seems to have no problem whatsoever since the only two throttle positions he knows are closed and WFO. The ergonomics work quite well for a 5'8" rider, however 6'+ riders might get cramped. The issue should be easily addressed with a change of handlebars, however foot pegs are not adjustable. Controls are race-bike simple. Brembo hydraulic brake and clutch are top-drawer. The bright red lever beside the clutch creates a fast-idle for cold engine starts. Don't confuse it with a hot-start lever found on many carbureted large-bore 4 stroke race bikes. A red LED indicator tells you the bike is ready to start, a second or so after the on/off toggle is switched to fire up the fuel pump and pressurize the fuel injection. A yellow LED indicates the 2.3 gallon tank is on its .35 gallon reserve. And joy upon joy... what's this? A starter button for the electric leg. No matter what smaller woods/trail bike you might be considering, don't go without an electric starter. The TXC 310 also provides a kick-start lever, should the battery be drained by the starter, and the light-flywheel engine kicks over easily when warm. There have been a few reports on the Internet of the battery draining caused by balky warm starting, but this never happened to us. At $7,899 the TXC 310 is positioned squarely against motorcycles such as the KTM EXC-350F, and for $8,199 the bike is available as the street legal TE 3310 model, albeit with slightly lesser suspension, a detuned motor and a less exotic O2-sensor equipped fuel injection system. In detailed conversations with my dealer, BMW/Husqvarna Atlanta VP and fellow TXC 310 rider Bobby Wooldridge tells me that "for around $300, the street-legal dual-sport TE 310 can be upgraded to the 12-port Mikuni D45 fuel injection. And the TE forks, while not quite the spec of the TCX, are going to be fine for anything but the toughest conditions." Unless you're racing the bike, the street-legal TE 310 may be the better option for most readers, since the pure off-road riding opportunities are becoming increasingly limited. Note that in California, this is considered a "red sticker" bike, which means it doesn't meet the state's tight emissions standards for off-road vehicles. "You know it's a good bike when you have to force yourself to get off it," says Schmeisser-the-younger. "It does everything I ask and I can move around easily whether sitting or standing." While it isn't the brutal, take-no-prisoners, blood-red 2-stroke, cold, hard Swedish steel machine of my youth, it is a very fine motorcycle that is completely ready to race, featuring components, fit and finish that one would expect with BMW as a parent. It has everything you need to win in a mixture that's just right. Well, you might want to upgrade the factory skid-plate and adjust the suspension to your weight and riding style... but that's about it. Prediction: you'll be seeing flashes of red up front at cross-country races this year, which is normally the province of the orange bikes. Look for updates on our long-term test at www.bmwmoa.org Husqvarna Motorcycles has been a part of the BMW Group since October 2007. Originally founded in Sweden in 1903, Husqvarna motorcycles have been designed and manufactured in Varese, Italy since 1987. Bike Reviews & News 2012-05-14T19:23:00-06:00 http://www.bmwmoa.org/site/best_of_the_best_for_bmw_motorrad_and_husqvarna/ http://www.bmwmoa.org/site/best_of_the_best_for_bmw_motorrad_and_husqvarna/#When:15:00:00Z BMW Motorrad and Husqvarna Motorcycles have both been honored in the annual 'red dot' Design Awards that recognize outstanding design quality. BMW Motorrad and Husqvarna Motorcycles have both been honored in the annual 'red dot' design awards that recognize outstanding design quality. Two of the BMW Group's products - the BMW AirFlow 2 helmet and the Husqvarna Nuda 900 R motorcycle - are the proud recipients of the coveted 'best of the best' red dot awards for the highest design quality, while four other BMW motorcycles and Maxi-Scooters have won the prestigious 2012 red dot award for high design quality. Launched in 1955, the red dot award has become established as one of the most important design awards in the world. It recognises achievements in numerous categories such as automotive, architecture, domestic, consumer electronics, fashion, life science and medicine. This year, a jury of 30 members considered the designs of more than 4,500 products made by 1,800 manufacturers from 58 countries. Only a coveted few have received the prestigious red dot award, and the winners will be presented with their accolades at a special ceremony gala at the Aalto-Theater in Essen, Germany, on July 2. Recognising outstanding design quality, this internationally acclaimed label is awarded to products that have clearly set themselves apart from the competition by their particularly successful design solutions. The Airflow 2 premium jet helmet uses a unique and highly-effective ventilation system to help keep riders cool. BMW Motorrad designers have focussed on the optimisation of ventilation and air circulation, with large air-vent openings, ideally positioned and shaped to catch the slipstream. Multiple air channels in the helmet's inner shell to help distribute the ventilating air more effectively around the rider's head. A retractable and scratchproof curved visor can be raised or lowered depending on the conditions, and high-quality, BMW-branded aluminium highlighters at each side complete the AirFlow 2's strikingly urban and modern look, which was designed very much to harmonise with the premium Maxi-Scooters that have come to the market in 2012.   The NUDA 900 R was the first step of the collaboration between BMW and Husqvarna to develop new road bikes. Conceived and designed for the street, it combines German technical brilliance with thrilling Italian style. As well as BMW's engineering, technology and reliability, it also offers undisputed aesthetic appeal. Being a Husqvarna, performance is everything, and thanks to the use of premium components throughout, the NUDA 900 R both looks and means business - a fact no doubt recognised by the red dot jury. In addition to the 'best of the best' awards mentioned above, recipients of the red dot award for high design quality were the two new Maxi-Scooters from BMW Motorrad - the C 600 Sport and C 650 GT - as well as the single-cylinder G 650 GS and six-cylinder K 1600 GT. The K-Series luxury tourer has received extremely positive press coverage in the media since its launch, and has been praised for class-leading levels of performance, handling and road holding. As for the G 650 GS, it is the latest incarnation of an extremely successful single-cylinder 'go anywhere' model range that combines great riding fun and value for money in an attractively designed package that performs and looks as good in the dirt as it does on the street. For the two new Maxi-Scooters from BMW Motorrad to receive this special red dot recognition even before they go on sale to the public is yet another 'feather in the cap' for the BMW Group, which continues its career of excellence in design. Following on from the Concept C design study that signified the intentions of the German company to enter the Urban Mobility segment, the C 600 Sport and C 650 GT are the two serial production models that are currently arriving at dealerships across Europe in preparation for the new riding season. In introducing not one, but two entirely new Maxi-Scooters to the market, BMW Motorrad believes that high-tech engineering can be combined with great design and advanced functionality to persuade weary commuters, car drivers and even motorcyclists to make the switch to one of its all-new, smooth-running scooters. Packed with technical innovations and built in Berlin, BMW Motorrad has used its many decades of motorcycling experience to create a new Maxi-Scooter series that it believes will attract many new converts to the brand. From elsewhere within the BMW Group, there new 6 Series Coupé, 1 Series M Coupé, 6 Series Gran Coupé and M5 cars also won red dot awards this year. For more information on the red dot design awards and for a full list of winners, please visit http://en.red-dot.org/     Bike Reviews & News 2012-03-16T15:00:00-06:00 http://www.bmwmoa.org/site/bmw_motorrad_and_husqvarna_motorcycles_win_again/ http://www.bmwmoa.org/site/bmw_motorrad_and_husqvarna_motorcycles_win_again/#When:18:15:00Z Winning the categories "Touring" and "Enduro/Supermoto" and scoring five more podium places BMW Motorrad achieved another outstanding result at MOTORRAD magazine's 14th Annual Reader's Vote "Motorcycle of the year 2012". Winning the categories "Touring" and "Enduro/Supermoto" and scoring five more podium places BMW Motorrad achieved another outstanding result at MOTORRAD magazine's 14th Annual Reader's Vote "Motorcycle of the year 2012". "I'm glad to hear of the big approval our motorcycles got also this year and I would like to thank the readers of MOTORRAD most sincerely for their votes," said Hendrik von Kuenheim, General Director of BMW Motorrad. "In particular I'm glad our new Maxi Scooters C600 Sport and C650GT met with so much readers' enthusiasm even before starting sales." Scoring 17.8 percent of the votes, the two new Maxi Scooters achieved second place at the first go. In the category "Touring" the BMW K1600GT and K1600GTL scored first place with 25.1 percent - followed closely by the BMW R1200RT scoring 14.6 percent. With it just 40 percent of the readers' votes in this category fell on the big BMW touring motorcycles again. Once more the BMW R1200GS and R1200GS Adventure confirmed their leadership in the category "Enduro/Supermoto". With 22.2 percent the MOTORRAD's readership settled for BMW Motorrad's best sellers and voted them into first place again. At the start in this category as well, the new Husqvarna NUDA 900 and NUDA 900R celebrated third place at the first go. After a break of several decades in the on-road segment Husqvarna Motorcycles enjoys the popularity of the NUDA-Models acknowledged by the readers of MOTORRAD especially because this first model of the Husqvarna model is available at dealerships since only recently. (Note to our U.S. audience: Sorry, no plans yet to carry the NUDA in the States.) In the category "Naked Bikes" the BMW R1200R and R1200R Classic finished third, and in the category "Allrounder" the BMW K1300S scored second place as it did a year ago. The K bikes continue to just rock and roll. In the category "Sport" the BMW S1000RR scored second place. 21.3 percent of MOTORRAD's voting readers honored the outstanding technical conception combining four-cylinder performance with Race ABS and Dynamic Traction Control DTC. The ceremony took place during the festival "Motorraeder Dortmund" on March 1st. More than 200 motorcycles and scooters went for the titles sought after in the 14th edition of the reader's vote "Motorcycle of the year 2012," considered the most important reader's vote for motorcycles and scooters in Europe. Since 1999 more than half a million readers have taken part in this vote. Bike Reviews & News 2012-03-02T18:15:00-06:00 http://www.bmwmoa.org/site/first_ride_pushing_the_g650gs_sertaeo_hard_in_baja/ http://www.bmwmoa.org/site/first_ride_pushing_the_g650gs_sertaeo_hard_in_baja/#When:19:46:00Z BMW's first offering for 2012 is the Sertao, named after the badlands of northeastern Brazil. I figured Baja would be a fitting Latin alternative for a test run of this new bike. At first glance, the bike has hints of both the F800GS and F650 Dakar, and rightfully so.  From the March 2012 BMW Owners News Photos and review by Jonathan Beck #139270 "We gotta get moving if we're going to arrive before dark." At the time my comment was met with a slightly puzzled glance from my riding partner, as it was before noon and we should have only been a couple hours from our destination of Mike's Sky Ranch in Baja, Mexico. "Time tends to get away from you," was my reply to his glance. Looking at the ominous clouds hovering over Valle de la Trinidad to the southeast, I knew we were quite possibly in for some nasty conditions ahead. What were normally relatively smooth and fast fire roads had been transformed into a morass of mud and sand, and we were set to begin climbing into conditions that would only grow more severe. Perfect conditions to test out a new bike BMW's first offering for 2012 is the Sertao, named after the badlands of northeastern Brazil. I figured Baja would be a fitting Latin alternative for a test run of this new bike. At first glance, the bike has hints of both the F800GS and F650 Dakar, and rightfully so. The chassis is similar to the older F650 model, and the styling is in keeping with the rest of the BMW line. A redesigned headlight, instrument cluster, and graphic scheme are among the details setting this bike apart visually from the rest. If I were to select two words to describe the Sertao, they would most likely be understated and surprising. Thumbing the starter fires up a motor that is quiet and unusually smooth for a big thumper. In typical BMW fashion, the motor feels and sounds more calm and collected, rather than having a fire-breathing monster personality. What is immediately surprising about this new powerplant is a massive low-end torque curve (the bike feels like it could wheelie at any time), and a top end that will easily carry the rider at freeway speeds, and beyond, all day long. Add to that the longer travel and Sachs suspension internals, and the bike had a very planted feel overall when riding offroad. The handling characteristics are notably improved over the F650/G650 models, perhaps by virtue of this longer travel. In particular, the Sertao's shock offered much more confidence offroad, keeping the rear wheel planted and power to the ground, in spite of running the street-oriented tires in what were some very challenging conditions. Speaking of those conditions, dirt varies from place to place in the world. This particular spot happened to possess the kind of dirt that rivals lithium grease when wet. Couple that with a climb to over 4,000 feet, in the rain, and sleet, and snow, as darkness begins descending, and you have the makings for an epic, challenging ride, or an epic disaster. Riding sideways almost as often as forward in the slick conditions, I felt more like I was on a skating rink than a dirt road. Wide bars, effective geometry, and redesigned suspension all played a part in keeping the bike upright the entire time during the slimy climb up the San Pedro Martir Mountains. This was the Sertao's first "real" ride outside of a brief test in Los Angeles for a press event, and the G650GS quickly became a friend on the trail. Where this ride involved skating up a mountain in the rain, the next ride involved strapping a skateboard to the bike and heading in a different direction. Stay tuned, the adventure continues. Bike Reviews & News 2012-02-21T19:46:00-06:00 http://www.bmwmoa.org/site/bmw_k_1600_gt_is_voted_international_bike_of_the_year_2011/ http://www.bmwmoa.org/site/bmw_k_1600_gt_is_voted_international_bike_of_the_year_2011/#When:19:34:00Z The award for the K1600GT comes from an international jury representing 25 motorcycle magazines. The K1600GT convinced the motorcycle journalists with its unique combination of comfort, performance and use of innovative technologies. The BMW K1600GT has won the vote for the "International Bike Of The Year 2011 (IBOTY)" award. This was announced at a press conference given by the Belgian motorcycle magazine Motor Wereld at the Brussels Motor Show. The award for the K1600GT comes from an international jury representing 25 motorcycle magazines. The K1600GT convinced the motorcycle journalists with its unique combination of comfort, performance and use of innovative technologies. The powerful in-line 6-cylinder engine was said to offer power, refinement and lots of fun. The bike's sophisticated technology - in addition to ABS, traction control and navigation system, an adaptive headlight and electronically controlled suspension with various modes increase active riding safety - makes the K1600GT an incomparable touring motorcycle. On the road, the outstanding qualities of the K1600GT are its agile chassis and unusually light handling. All this gives the rider a unique riding experience, according to the jury, impressing the most demanding touring and sports motorcyclists. The K1600GTL was rated separately and also convinced the jury, finishing fourth, while the S1000RR followed it in fifth place alongside the Kawasaki ZX-10R. With three models in the top five places, the BMW Motorrad put in a highly impressive showing overall. BMW Motorrad also won the highest rating in 2010 with the S1000RR. The following magazines took part in the IBOTY 2011: Australian Motorcycle News (Australia), Auto By (Japan), Autocar India (India), Bike (Scandinavia), Bike (UK), Cycle World (USA), Der Reitwagen (Austria), Inmoto (Italy), KicXstart (Netherlands), Kiwi Rider (New Zealand), La Moto (Spain), Maximoto (France), Moto Kultur Asia (Malaysia and Singapore), Moto (Greece), Moto Journal (Canada), Moto & Loisirs (Belgium), Moto Mag (Israel), Motoraj (Czech Republic), Motoron (Turkey), MotoSi (Slovenia), MotorWereld (Belgium), PS Magazin (Germany), Revista Moto (Mexico), SuperBike (South Africa), Swiat Motocykli (Poland). The results of the IBOTY 2011 1) BMW K 1600 GT (41 points) 2) Ducati Diavel (32 points) 3) Aprilia Tuono V4 APRC (22 points) 4) BMW K 1600 GTL (18 points) 5) BMW S 1000 RR and Kawasaki ZX 10R (16 points each)   Bike Reviews & News 2012-01-18T19:34:00-06:00 http://www.bmwmoa.org/site/benchwrenching_questions_and_answers_with_paul/ http://www.bmwmoa.org/site/benchwrenching_questions_and_answers_with_paul/#When:17:38:00Z I receive a lot of technical questions from members; some by telephone, some by mail or e-mail, and some by way of the BMW MOA Forum. Many times the questions and answers deserve a larger audience than just the person who asked the question.I receive a lot of technical questions from members; some by telephone, some by mail or e-mail, and some by way of the BMW MOA Forum. Many times the questions and answers deserve a larger audience than just the person who asked the question. The Forum, on the BMW MOA Web site does address a somewhat larger audience than just the questioner, but the Owners News has even broader readership. So I have decided that from time to time I will use a Q & A format in Benchwrenching. Here is a sample: Q:  I keep encountering more and more stations that have 10% ethanol added to the fuel. Can I use this in my BMW motorcycle? A:  In many places, ethanol in fuel is almost unavoidable. Some states—Kansas comes to mind—have eliminated the requirement that it be announced with a sign at the pump. So it is hard to know if it is there or not.             Now for the bad news:  If you have an Airhead, the ethanol will destroy your OEM fuel floats in short order. It dissolves the lacquer finish on the floats. The floats then absorb fuel and get heavy. Then they sink, causing a high fuel level or causing the bowls to overflow fuel all over your boots. Bing has an "alcohol resistant" float setup that doesn't dissolve, but doesn't meter the fuel level as well either. OEM fuel hoses soften and break down. Bing sells alcohol resistant fuel line, too.             Classic K bikes (K1100, K100, and K75) have a rubber mounting cushion called a “vibration damper” that holds the fuel pump in place. Alcohol attacks this particular rubber piece and soon turns it into a thick, black goo! After a while the goo gets literally sucked into the fuel pump, ruining the fuel pump; possibly into the injectors too. The fuel line seems to be OK. (Note to BMW:  there is no excuse for not changing the rubber composition of this piece so it resists alcohol.) On our K75s, I check this piece at least twice a year and replace it if it has softened before it turns completely to goo and ruins things.             I haven't discovered any real mechanical issues with the Oilheads caused by alcohol in the fuel except if the bike is prone to a lean surge the alcohol (having less energy per squirt) may make the surging and rough running worse. If yours happens to run on the rich side this is generally not noticeable.             I think the following from my K75/K100 Haynes Manual is instructive:             "Owners of machines used in the United States should note that pure gasoline only is recommended—fuels containing a percentage of alcohol must not be used since alcohol will cause corrosion in aluminium, brass, rubber, and plastic components and can cause severe engine damage,  It may also cause bad starting and performance problems such as misfires or erratic idling."             This manual was written in 1988 and I think it somewhat overstates the problems, but is instructive nonetheless. Q:  I recently replaced the front brakes on my 1999 R1100RT. Now when I brake hard I hear a clunking sound like clunk, clunk, clunk and I wonder if it is the little bobbins for the floating disks. The clunking is a noise between clicking and a deeper clunk and I only hear it when I'm in a quiet area—not a bunch of other vehicles around and it has to be during harder braking not a soft slowdown. A:  The disk roll pins usually click when rolling the bike around, not while braking. A deeper clunk makes me think something is moving. I would recheck the placement of the pads in the calipers, and recheck the tightness of all the mounting hardware. Q:        I have a problem with my 1991 K75. I have had this bike since new and never had problems until now. The engine starts and runs nice and easy but, after half mile down the road, the engine starts missing and sometimes it quits running and back fires, I checked the fuel pump and it works. I cleaned fuel filter and put in fresh fuel and still have the same problem. A:        This problem screams "water in the fuel." It settles into the low sump beneath the fuel pump and sits there with the bike stationary. After it jostles around a bit in that first mile or so droplets get picked up by the pump. Which causes anything from a misfire to rough running, or the bike just quits. After the water settles back out it can get good gas for a little while, so restarts. Repeat! This is what I suspect is happening. The first thing I would do is use some gas dryer in the fuel tank. IsoHeet in the red bottle would be my choice, but regular Heet in the yellow bottle would suffice.             That is not the only possible cause, but water in the fuel seems more likely than an electronic failure to me because electronics that fail intermittently usually take more than a mile or so to warm up enough to fail. Usually!             Next time it acts up check for spark at the spark plugs. I would do a quick check with an inductive timing light. Clip the inductor around a plug wire and shine the light onto a surface where you can see if it is flashing, and flashing regularly. It is very easy to see a misfire using a timing light this way. An in-line flashing spark tester can also be used. I try to avoid needing to remove a spark plug to check for spark, and either of these methods will work well.             If you find it is ignition related, then a problem with the Hall sensor (crankshaft position sensor) or the Ignition Control Unit up on the backbone under the fuel tank is possible. Since K75s have three coils I would think a coil problem would cause a misfire but wouldn’t make the engine quit completely.   Good Wrenching! Tech Articles, General Tech 2012-01-16T17:38:00-06:00 http://www.bmwmoa.org/site/spandau_ballet_and_urban_mobility/ http://www.bmwmoa.org/site/spandau_ballet_and_urban_mobility/#When:19:18:00Z The first day of December 2011 will be remembered as an historic one for BMW Motorrad, as the Berlin Spandau workforce celebrated the start of production of two new Maxi-Scooters. Behind the scenes at the Berlin Spandau plant with Maxi-Scooters The first day of December 2011 will be remembered as an historic one for BMW Motorrad, as the Berlin Spandau workforce celebrated the start of production of two new Maxi-Scooters. When the 2012 New Season Start festivities begin across Europe on March 24, there will be even more reasons to celebrate than usual, as this is when the first customer deliveries of the C 600 Sport and C 650 GT Maxi-Scooters will take place. For those involved with this exciting project, it will be the culmination of a special journey that began several years ago when company management took the decision to bring to the market two BMW-powered premium Maxi-Scooters. Inside the factory, a dedicated assembly line will build both variants of the Maxi-Scooter, with an initial production of up to 80 machines per day, with potential for even more. For project leader Andreas Müller, it has been an intense, fast-paced journey that could never have been completed without a dedicated team of enthusiastic workers, all of whom played their part in moving the project forwards from conception to reality. "It certainly was a proud moment to see production start," says Andreas. "We had about one year less time than all the other recent projects and the stakes were high. We developed a new engine for a new market segment with new customers, engaged new partners and developed an entirely new production phase for the factory. Many people said we wouldn't be able to do this in the time-frame we gave ourselves, but I'm proud to say we succeeded. It was really hard work to reach this point, but the bikes are here, they look fantastic and next year we'll see their market introductions - all of which couldn't have happened without such a great team who worked all the hours to bring this project to life. There's a lot of support and enthusiasm for this project from within the factory - so much so that people want to be associated with it, and especially want to be part of the team actually building the bikes." Indeed, a look around the factory floor shows a brand new assembly line, separate from the rest of the plant, where both the C 600 Sport and C 650 GT are being made. The plan is to sell around 10,000 of them in the first year - an ambitious target that will account for about 10% of the brand's overall production volume - so a functioning, flexible assembly line is a prerequisite for success. It is already a hive of activity, with around 15 workers manning up to 12 stations each shift, with an additional pre-assembly area where various components are made up. The production process is fascinating to watch, as it's an entirely new concept in the Berlin Spandau plant. The Maxi-Scooters aren't mounted on the 'C hook' system like the rest of the motorcycles, but are assembled by hand in a dedicated area, where a new scooter takes shape, piece-by-piece, over the course of about 90 minutes. First, the engine is lifted by crane onto a mounting plate on a small, portable jig, specifically designed for this project. From here, each station plays its role in bringing the scooter to life: the exhaust system is mounted, followed by the frame, wiring harness, swing-arm and covered chain, main stand, special parking brake, rear axle, brake callipers and fuel tank. Because both machines share the same 'backbone', there is no need for two separate assembly lines, so depending on demand, the workers can switch between a 'Sport' and a 'GT' quickly and easily (for example, if they are building a C 600 Sport, it is fitted with a different rear frame to the GT, to incorporate the FlexCase® and different seat). The scooter will spend a short time in each station, before moving along to the next stage of its build. Accompanying the scooters along the lines are special portable racking systems - designed and built by the workers themselves - where all the components they need for a complete build can be quickly and easily reached. As front forks, wheels, brakes, instrument cluster, ABS unit, windscreen adjustment (electrical or mechanical) and pre-assembled headlights are added, the machine really starts to take shape. A special station then documents all the torque/screw tightening checks on components such as the brake callipers, wheels, handlebar mountings etc., to ensure safety is not compromised in any way. Then the machine continues its journey along the line, being fitted with components such as exhaust bracket, hydraulic seat hinges and footrests, before being 'plugged in' to the diagnostic system to check all electrical system software is functioning correctly. The next stop is for various liquids, such as oil, gear-box and brake fluid, and then comes the rollerbench test, where real riding simulation checks are carried out, before it goes downstairs to have all the painted fairing parts and plastics added. This makes the complete production time around two-and-a-half hours. After that, the complete Maxi-Scooter will be packed in a recyclable steel box, ready for transportation on to a lucky owner, via his or her local BMW Motorrad dealership. For Hermann Bohrer, head of the BMW factory in Berlin, this new era for the company could never have happened without such a proud and motivated workforce, that have been involved right from the early stages. "It was important for us to involve all the people working on this project as early as possible, so that they could bring their attention, motivation and ideas to the business - after all they are the ones who will be building the new Maxi-Scooters. The lines have been set up with flexibility in mind, so that we can react quickly to demand. I expect production to increase with the interest that we have for the two scooters, especially from the reactions we had after unveiling them to the press and public at the EICMA show. We think this is only the beginning, and that there are a lot of opportunities for BMW Motorrad in this market segment. For sure, the C 600 Sport and C 650 GT will bring a lot of new people to our brand." Built at the factory in Berlin, with all the quality and innovation associated with BMW Motorrad, expect these two dynamic Maxi-Scooters to combine the outstanding ride characteristics of a motorcycle with the agility, comfort and fun of a scooter. As of now, they are taking shape inside the factory walls, and will be in European dealers at the end of March. To see a short film by photographer Markus Hofmann from the assembly lines inside the factory, click http://www.youtube.com/user/MarkHofmPhoto     Bike Reviews & News 2011-12-14T19:18:00-06:00 http://www.bmwmoa.org/site/the_bmw_k1600gtl_another_look/ http://www.bmwmoa.org/site/the_bmw_k1600gtl_another_look/#When:15:24:01Z I was given the opportunity to ride the new BMW K1600GTL last week. It was a demo bike (there was no mistaking this, given that it had labels on both sides of the tank reading "Demonstrator"). I arrived at the Northheast Atlanta BMW dealer, in the rain, for some service on my R12RT, and while getting through the paperwork spotted this bike being rolled out of the showroom.The BMW K1600GTL - A Review by Bryan Rider #98024 I was given the opportunity to ride the new BMW K1600GTL last week. It was a demo bike (there was no mistaking this, given that it had labels on both sides of the tank reading "Demonstrator"). I arrived at the Northheast Atlanta BMW dealer, in the rain, for some service on my R12RT, and while getting through the paperwork spotted this bike being rolled out of the showroom. My first question to the guy moving it was, "What do I have to do to take that for a ride?" What I love about BMW is that I already knew the answer - a copy of my driver's license and a valid credit card, along with a signature on a release, and I was on my way. First Impressions It's smaller than I expected. This is the initial reaction of most riders who have been following the progress of this offering in the media. The pictures lead one to believe that this machine has the same size and stature as the K1200LT. It's a lot closer to the size of the K1300GT, but with bags. When my RT was brought out of the shop, they parked it right next to the GTL; to me they are about the same size. The instrumentation is cool. The key gauges (speedo and tach) are at the outside of the instrument cluster with a systems display between. The controls for the multitude of settings (suspension, on-board diagnostics, ride computer, radio, and so on) are on the left handlebar with an intuitive design. They didn't, however, work all that well on the demo bike. I couldn't spend a lot of time playing because, well, I needed to pay attention to the road. The few tasks I attempted did not work as expected. A couple of hours in the garage with the manual would overcome these challenges, I expect. Learning how to use all of this on the road, however, would be difficult and very distracting. The Ride I'm not going to throw out a bunch of numbers here; if you are reading this, you most likely have access to the Internet and can find out everything you need to know about size and performance from there. So, off we go. First, the throttle and clutch are very touchy. The throttle is a "fly by wire" design. Therefore, it does not have the cable drag that we are use to. The clutch is also sensitive, but it needs to be that way because it must handle the immense power and torque that are being thrown at it by the engine. It took some time to get use to this. Of course, the worst of it (over-revving, dragging and popping the clutch, and so on) was as I exited the dealership. It took me about a mile to get used to it and another couple to become proficient. Once I got past being a clod, it became simple. I took the GTL into a local neighborhood to get a feel for it before I ventured into morning Norcross traffic. This helped a lot. When I hit the traffic, I gained a serious appreciation for the torque of this engine. It's been written about, it's been talked about, many technical descriptions have been put forth, but the experience is otherworldly in the motorcycle realm. At 30 miles per hour and 1500 RPM in sixth gear (yes, that's sixth gear at 30 MPH), I could roll on the throttle and be on my way. There was no need to downshift to fifth, fourth, or typically third like most bikes; it just took off. It felt like a 69 GTO. Then, there's the power. I am a spirited rider and in the 30 minutes I spent on this bike, as much as I tried, I couldn't get everything out of it. Running out to 6000 RPM in the first three gears took me beyond the "here's your ticket" range and into the paddy wagon. Now let's talk about the handling. Given the terrain, I wasn't offered a lot of curve options so I took advantage of road changes to test the grip. It held the turns well and did not feel top heavy at all. If I got on it in the turn, it didn't squirm or feel unsteady. Note that this demo had the low seat so my center of gravity was below that of my typical ride. Also, the GTL has extended handlebars; the grips are about 11 inches back from the steering linkage and spread by about 18 inches. This takes some of the feel out of the ride. The bar configuration is more typical of the K12LT than the R12RT. This is nice if you are touring, but pushing into the curves will feel somewhat disconnected. I am told that the GT model has tighter bars with a farther forward leaning position. Back in the neighborhood where I started, I tried some low speed maneuvers. This thing handled brilliantly. A neighborhood street U-turn comes as naturally on the GTL as it did on my Roadmaster Stingray bicycle back in 1968. The balance, weight distribution, and lack of any torque from the engine make parking lot fears a thing of the past. Oh, by the way, it also has an awesome sound-something akin to a turbocharged flat six in a hard straight. I also mentioned above how smooth the GTL feels. Without getting into a lot of detail, a straight-line six-cylinder engine has a harmonic balance that cannot be reproduced in any other configuration. There is no need for counter-balancing or any other vibration-reducing tricks. The only way this machine could be more flat and even would be if it were electric. This is one fun motorcycle. That being said, there are areas for concern: The Riding Position This motorcycle will fit the average rider well. Three different seat heights can be ordered, all at no additional cost. For someone like me (6'3", 270 pounds), the riding position will be tight even with the highest seating position. I will need to make seat modifications and the foot pegs will need to be lowered if I am to do any serious touring. The other concern I have with the riding position is the ability to change one's leg position. On the Boxers, you can add highway pegs so that you can stretch out as needed during the ride. On the R, RS, and GS platforms, you can just lay your legs on top of the cylinders if you wish. With this design, there's just no place to put your feet forward of the fairing. This leaves few options besides stopping to stand up every 60 miles or so. The Technology The GTL has a lot of really cool stuff on board to manage the ride, the machine, and your comfort. This, however, comes at a cost. Not just that this is a $25K plus machine, but also there's a lot of room for failure. If the systems start to go, you'd better have a BMW dealer within reach or your riding days are going to get long. Also, there are very few shops, outside of the BMW dealer service network, that will be able to address any down time failure. It's not a Harley in that aspect. So, would I buy one?  Oh, yeah, service concerns be damned! To me, given the BMW track record, it's worth the risk. Modifications will need to be made to the riding position and I want to wait until there is a strong collection of after-market accessories to trim it out. The RT isn't going anywhere soon, but will most likely be replaced with this platform a few miles down the road. Unless, of course, they do some really cool stuff to the RT. Bear in mind that it's not available yet. More than a thousand people across the US have put money down to be the first to own one. The initial expected delivery was March. It's the end of June and they have yet to be released. For the rest of us, it's going to be 18 months (at least) before units will be available on the showroom floor. I am convinced that this is going to be the strong sport touring platform for the foreseeable future. I don't expect that the Boxer R platform will be replaced or even lose ground. What I do expect is that this will bring riders to BMW that would have looked elsewhere in the past. This is the replacement for single-up Goldwing riders and makes a great crossover between sport and touring for all riding approaches.   For more on the K1600GTL, read our review in the June issue of the BMW Owners News.     Bike Reviews & News 2011-11-28T15:24:01-06:00 http://www.bmwmoa.org/site/the_2012_husky_cross_country_lineup/ http://www.bmwmoa.org/site/the_2012_husky_cross_country_lineup/#When:18:11:00Z Husqvarna Motorcycles have been a part of the BMW Group since October 2007TXC Cross-country Overview Husqvarna's line of TXC motorcycles is developed exclusively for the demands of the American off-road market. The competitive cross-country bikes are based on the TE platform, and carry with them race-proven technology straight from the Husqvarna World Enduro Championship bikes of factory racers such as Juha Salminen and Antoine Meo. The TXC line returns for 2012, with a host of premium upgrades such as Leo Vince exhaust (on 250/310) and revised Kayaba suspension components. In addition, 2012 also brings an entirely new model - the TXC310. The TXC310 is based on Husqvarna's existing TE310 dual-sport, but is all new to the TXC line of purebred off-roaders. A bored and stroked version of the 250 motor, the 302cc fuel-injected four-stroke offers more aggressive power characteristics than its quarter-liter sibling, and fills a significant gap in the current range of off-road bikes. For riders looking for robust power delivery that can run with the 450s, and still provide lightweight maneuvering of a 250, the all-new TXC310 is the ideal tool for the job. Joining the 310 in the 2012 lineup are the TXC250 and TXC511. All three models receive a new all-black chromoly frame, reinforced for higher rigidity and improved tensile strength. New technology and the addition of select new reinforcements give the 250/310 TXCs an entirely new feel - one that is sure to impress even the most demanding off-road riders. The reworked frame not only provides better handling capabilities, but also substantially improves long-term durability. Further chassis upgrades include the Kayaba shock - which replaces the Sachs shock on the 250. The existing Kayaba shock on the 511 receives a new progressive spring, as well as revised damping, allowing it to provide a plusher ride without sacrificing any mid-stroke capability. Up front, the TXC line features premium Kayaba suspension on all three bikes. The 48mm closed-cartridge fork receives revised damping, making the TXC more capable than ever of tackling tough terrain while providing a supple ride for everyone to the casual trail rider to aggressive cross-country racer. In the power department, the TXC250 is improved, as well. Husqvarna focused on gaining maximum performance from the 2012 TXC250, and heavily revised the fuel injection system for optimum power output. An all-new Leo Vince exhaust system and revised ignition timing allow the 249.5cc fuel-injected powerplant to run stronger and churn out bigger power. The 6-speed gearbox allows the TXC250 and 310 to stretch their ponies across a wide spectrum, making both bikes willing accomplices in a variety of off-road terrain. The TXC511 remains the open-class off-road specialist. The California green-sticker-legal four-stroke features a fuel-injected 477.5cc motor, revised and fine-tuned for 2012 to smooth out power delivery. The dual-flap ignition system is re-tuned to improve low-end power, resulting in an overall better-running bike. Like its TE counterpart, the TXC511 receives a new single-piece tail section, simplified to improve aesthetics and function. Ergonomics are significantly improved with the narrower tail piece, which is also 15mm shorter than last year's. The Kayaba shock body on the TXC511 remains unchanged, but the use of the new progressive spring creates more initial sag and allows the rear end to ride slightly lower. Altering the geometry helps refine the overall balance, and noticeably improves the handling characteristics of the TXC511. Husqvarna's patented CTS (Coaxial Traction System) works in ideal harmony with the refined suspension components, continuing to provide incredible climbing ability and unparalleled straight-line stability.   TXC Key Features * New all-black chromoly frame with higher rigidity and improved strength. * Kayaba suspension front and rear. * New 48mm Kayaba closed-cartridge fork re-valved with stiffer settings. * Silver Excel rims. * New style IPD (in-mold plastic design) graphics.   TXC250 * All-new Leo Vince exhaust system flows more freely and increases power. * Reworked ignition timing further improves power output. * New Kayaba shock (formerly Sachs). * Adjustable handlebar clamps offer two different offset positions. * Red sticker designation in California.   TXC310 * All-new model for 2012! * Race-inspired Leo Vince exhaust system. * 302cc four-stroke motor bored and stroked from TXC250 motor platform. * Kayaba suspension tuned specifically for demands of U.S. off-road competition. * Red sticker designation in California.   TXC511 * Kayaba shock receives progressive shock spring. * Handling improved with revised shock, designed to harmonize with CTS to also retain its characteristic straight-line stability. * Re-tuned dual-flap ignition system revised to improve low-end performance. * Revised one-piece tail section is narrower for streamlined ergonomics. * New WP radiators improve cooling capability. * Green sticker designation in California.   WR Cross-country Overview Husqvarna is proudly still mixing gas with the WR line of two-stroke motorcycles. The lightweight, carbureted WR comes in three different displacements - 125, 250 and 300cc. Husky's small-bore two-stroke returns to its 125cc legendary roots, and for those looking that ever-critical 19cc advantage - great news! Every WR125 comes with a 144cc top-end kit, complete with cylinder and piston, free of charge. The WR's are suspended by a Kayaba fork and Sachs shock combo, and feature the same cutting-edge look of the black frames, silver rims and new graphics shared with the rest of the '12 Husqvarna line.   Key Features * WR125 returns to Husqvarna's two-stroke line. * 144cc top-end kit comes with WR125 free of charge. * New chromoly frame now black in color. * Silver Excel rims. * Striking red and black color scheme with new IPD graphics.   See the entire 2011 Husqvarna Motorcycle lineup ( http://husqvarna-motorcyclesna.com/range.php )   Husqvarna Motorcycles. Tradition on two wheels since 1903. Husqvarna Motorcycles, a part of the BMW Group since October 2007, are widely known and respected in the off-road world for a heritage of competition and numerous motocross and enduro world championships. Originally founded in Sweden in 1903, Husqvarna motorcycles have been designed and manufactured in Varese, Italy since 1987.   Bike Reviews & News 2011-11-18T18:11:00-06:00 http://www.bmwmoa.org/site/bmw_to_unveil_maxi_scooters_at_eicma_november_8/ http://www.bmwmoa.org/site/bmw_to_unveil_maxi_scooters_at_eicma_november_8/#When:17:30:00Z From the world debut of two stunning Maxi-Scooters - made in Berlin - to a sneak peak at the 2012 RR and a look at the G650GS Sertao, BMW Motorrad will be showcasing something to suit every enthusiast.Milan's annual motorcycle show is just around the corner and BMW Motorrad is set with a series of exciting displays. EICMA is a top calendar date for the biggest names in motorcycle manufacturing and, as the first international trade show of the year, is traditionally used as a launch pad for the latest products. From the world debut of two stunning Maxi-Scooters - made in Berlin - to a sneak peak at the 2012 RR and a look at the G650GS Sertao, BMW Motorrad will be showcasing something to suit every enthusiast. The BMW stand will also be adopting the latest technology to ensure visitors receive the latest information and downloads. Husqvarna Motorcycles, which has its headquarters just up the road in Varese, will also be sharing stand space for the first time, following the motorsport brand becoming a part of BMW Motorrad. EICMA opens its doors in the Italian city on November 8 and runs until November 13 and is expected to draw many thousands of visitors over the course of the six-day event. The visitors will be able to get the latest news about the 'here and now' as the two eagerly-awaited series production Maxi-Scooters are unveiled at the Milan fair. Furthermore, all the news on BMW Motorrad's entry into what it calls the Urban Mobility segment can be beamed direct to their smart phones. There will be a Bluetooth station at the stand, where visitors can connect directly to specially-prepared content and access a link to BMW Motorrad's dedicated Urban Mobility site. There will be a branded QR code for those who just want to swipe and go, and opportunities to subscribe to a dedicated BMW Motorrad Urban Mobility newsletter. The other big news at EICMA is the breathtaking new S1000RR. The RR has been a huge international success story since it launched in 2009, taking the world of motorcycling by storm. While it's tough to improve on perfection, the 2012 RR has a host of technical improvements and design updates. The motorcycle's rideability has been enhanced, its torque is higher and the twisting force on the throttle 25 per cent lower, resulting in an all-round better ride. Newly launched to motorsports journalists at Valencia circuit in Spain earlier this month, the bike has to be seen to be truly appreciated - and EICMA is one of the first chances for the public to see it in the metal. Most visitors to the expo will be setting eyes on its clean lines for the first time. Keeping the RR company will be the G650GS Sertao, which was unveiled at the beginning of the month in Brazil. The machine is an upgraded version of the G650GS, designed to have an even greater off-road capability, making it the ultimate motorcycle for adventure riders. In addition to the very latest bikes already mentioned, EICMA is a chance to see the new motorsport signings, check out other great BMW Motorrad and Husqvarna 2012 machines, meet the WSBK heroes of the season and much more. For EICMA tickets, visit: http://www.eicma.it/en/ and for more information on the latest innovations from the two brands, visit www.bmw-motorrad.com and www.husqvarna-motorcycles.com.   Bike Reviews & News 2011-11-03T17:30:00-06:00