Street Motorcycle

BMW announced it set a new company all-time sales record for a single month, delivering 14,587 motorcycles to customers in April 2013. That represents an 11.5% increase from the 13,088 motorcycles sold in April 2012.
The record month helped push BMW‘s overall sales over the first four months to 39,319 motorcycles and scooters, a 5.0% increase from the 13,088 units sold in the same period of 2012.
“Five per cent growth as compared to the first four months of the previous year is certainly satisfying as far as we are concerned,” says Heiner Faust, vice president of sales and marketing for BMW Motorrad. “It was April in particular that got us off to such a good start in 2013, having been the best month for sales in the entire history of BMW Motorrad.”
More impressively, the sales growth comes in spite of declining sales for the overall motorcycle industry, especially in Europe.
“Like last year, the motorcycle markets are currently very varied,” says Faust. “Development of the major markets Italy and Spain has been very weak due to economic conditions. However, we have been able to make up for this negative development with excellent sales in the USA, Brazil, other Latin American markets, Asia and Russia. Germany remains the single most important market by a wide margin.”
Leading the way is new 2013 BMW R1200GS has been a strong performer, with BMW selling 10,883 of the water-cooled adventure tourer since January. That represents 27.7% of the company’s sales for the first four months.
Also doing well, though not even close to the success reached by the GS, is the S1000RR-based HP4 sportbike, with Faust announcing sales of 1,300 units over four months.
[Source: BMW]

The R850R is BMWs newest entry in its ever-expanding line of four-valve Boxer twin models. At first glance the new Beemer looks just like the R1100R, BMWs flagship in the standard class which was first introduced in 1994. Actually the 850 is a scaled-down version of the big boxer, and serves as a replacement for the discontinued K75 triples and single-cam two-valve boxer twins in the more-affordable smaller-displacement standard, or naked, class.
The R850R shares most all the same features found on its larger stablemate. The fuel-injected, four-valve twin-cylinder engine is identical to the R1100Rs mill, save for a smaller bore (87.8mm vs 99mm). Combined with the Bosch Motronic engine management system, BMW clai
ms 70 horsepower from the air-cooled boxer -- the same output as the K75 three-cylinder, water-cooled powerplant, and 12 more than the old air-cooled R100, along with a torque figure of 57 ft.-lbs -- a full seven more than the K75. The technologically advanced Bosch Motronic fuel-injected and three-way catalyst-equipped system results in what BMW claims is one of the most environmentally friendly motorcycles ever produced. Other standard features borrowed from the R1100R include the stressed-member frame, front Telelever and rear Paralever suspension systems, 12.0 inch front and 10.9 inch rear disc brakes and four-piston Brembo calipers, three-spoke cast alloy wheels equipped with Bridgestone Battlax radials (120/70ZR-17 front, 160/60ZR-18 rear), stainless-steel exhaust system, large, easily removable saddlebags, and touring-sized 5.5-gallon fuel tank. Also handed down to the 850 from its big brother is that unique styling you either love or hate. Theres no middle ground here. In fact, the R850R epitomizes the phrase "naked bike." Lacking even a tachometer, the spartan instrument layout provides only the -- dare we say it -- barest essentials; the speedo, three idiot lights (low fuel, oil pressure, battery), and the obligatory neutral light and turn indicator, all housed in a weirdly styled pod.
As an entry-level motorcycle, the BMW R850R has all the talents required to fit the billing -- except for the price
 The R850R offers an accommodating, easy-to-handle seating position for those long enough of leg to straddle the boxer -- although its three-position adjustable seat allows even those of short inseam to find a seat height where both feet touch down comfortably. The wide, cast-alloy handlebars have a tall rise, forcing a straight up sit up and beg riding position. Indeed, the bar-seat-peg relationship, coupled with the saddle style of the seat itself, makes for a very upright riding position. BMW states the R850R is one of its "entry-level" models, and we found it suited for that role, although we still believe that first riders will gain confidence faster on a smaller, more easily manageable bike. Admittedly, safety items like the side-stand cut-off switch that wont allow the engine to start unless the the stand is up are the kind of features beginning riders appreciate, but experts hate. Everyone loved its ease of use, however. With its advanced engine-management system, the motor is delightfully user-friendly. Cold starts are as simple as turning the choke (actually just a fast-idle cam) to the start position and thumbing the green start button. You can ride away immediately, with no hint whatsoever of traditional carburetor stumble. The engine pulls cleanly from idle to what would normally be called redline -- without a tachometer you are left to shift at whatever point you feel comfortable with. The middleweight boxer delivers plenty of useable, real-world torque at all revs, but more advanced riders will find this Beemer somewhat lacking in twist-grip punch -- especially if theyve experienced the big-bore power of the R1100R. The 850s handling is on par with what we found in our test of the R1100R, although the 850 seems to have a lighter feel about it. As with the 1100, the 850s suspension is tuned for comfort, not sport. The bike will wallow and move about if pushed hard into turns, but decent ground clearance and the renowned traction of the stock Bridgestone Battlaxes help keep the confidence level high. Around town and out on the freeway the BMW performs as one expects a BMW to perform -- smoothly. The Showa-built rear shock is adjustable for both spring pre-load and rebound damping, and coupled with the Paralever suspension, soaks up road irregularties both large and small with aplomb. Shaftdrive effect is negligible, and engine vibration is only noticeable at low engine speeds. The BMW-exclusive Telelever front suspension has a built-in anti-dive effect, allowing one to make full use of the excellent Brembo front discs, but the rather spindly 35mm fork stanchions do not inspire much confidence during aggressive maneuvers. BMW is offering its ABS system, standard equipment on the R1100R, as an option on the 850.  Fit and finish is outstanding, certainly as one would expect in a motorcycle built by BMW. Typical German quality is everywhere. Nit-picks are few, but worth mentioning: The cable-operated clutch is grabby, and the heavy flywheel causes the bike to lurch forward during upshifts if the lever is released quickly. The unusually-shaped gearshift lever is short and stubby, making it difficult to get your foot under for an upshift with heavy riding boots on. The turn signal switches are difficult to use at first, since they use a different system from everyone else in the world, with a different switch for each of the three functions -- left turn, right turn, and cancel. The front shock for the Telelever front suspension is non-adjustable -- theres not even an adjustment for spring preload. As an entry-level motorcycle, the BMW R850R has all the talents required to fit the billing -- except for the price. A beginning motorcyclist is not likely to be able to fork out that kind of dough for their first bike. Unless that beginner is a middle-aged, middle-class, firmly-planted individual. One who just might have a four-wheeled BMW already in the garage. BMW is trying to fill a void created by the extinction of the K75, and with the new R850R standard model we feel theyve nearly filled the gap, but were waiting with bated breath for the sporty Aprilia-built 650 single to arrive sometime next year.
Specifications:

Manufacturer: BMW
Model: R850R
Price: $8990.00
Engine: Air cooled/oil cooled boxer twin cylinder
Bore x Stroke: 87.8 mm x 70.5 mm
Displacement: 848 cc
Carburetion: Bosch Motronic fuel injection
Transmission: 5-speed, shaft drive
Wheelbase: 57.99 in.
Seat height: variable, 29.9 - 31.5 in.
Fuel capacity: 5.5 gallons
Claimed dry weight: 482 lbs.

A few days ago I left Malibu, California, bounding down the Pacific Coast Highway, the 10 and 405 freeways on my way home to Long Beach. When traffic allowed, speeds crept in excess of posted limits, and where traffic snarled to a crawl, lane splitting ensued. It’s a route I’ve traveled many times in the same fashion, only in this instance I wasn’t aboard a motorcycle. I was riding a scooter, for chrissake.
BMW’s C600 Sport, and its sibling C650 GT, however, aren’t normal scooters. These things are motorcycles masquerading as scooters by way of their step-through chassis and smaller wheels. When I think of a scooter, the ability of zipping around a tour bus in the HOV lane of SoCal freeway traffic doesn’t come to mind, but that’s exactly what I was doing on my ride home from the C600/C650 GT’s press launch.

The ability to aggressively navigate Southern California’s notorious 405 freeway on the cusp of rush hour should be testament enough of the confidence I have in C600’s performance beyond the typical scooter realm. But we also tested it along the winding, undulating hills behind Malibu and in the narrow streets of Venice Beach to sample how BMW’s new scooters handled these dissimilar environments.



The 647cc parallel-Twin powering both models produces enough power to accelerate either scooter well above any legal speed limit. Common among CVT transmissions, the C600/650 experiences a brief lag when launching from a stop, but by 4,200 rpm the centrifugal clutch is fully closed and you’re accelerating at max capacity. Around town, in the canyons or on the freeway the spritely nature of the engine is evident, and only the heft of the scooter holds it back from better performance.
With claimed wet weights of 549 lbs. and 575 lbs., for the Sport and GT, respectively, both C scooters aren’t lithe, but they are in the same realm as Suzuki’s Burgman (claimed 613 lbs wet) and Honda’s Silver Wing (claimed 551 lbs wet).

Look closely and you’ll see nearly limitless cornering clearance. We have yet to touch down a hard part. Notice also the attractive single-sided swingarm, a fixture on both models.

The weight’s carried low in the chassis, and combined with the 15-inch wheels, makes for a nimble scoot, even with their 62.6-inch wheelbase (4.2 inches more than BMW’s own R1200RT). The 26-pound heavier GT carries its extra weight high in the rear of the scooter, but this doesn’t cause any noticeable ill-handling effects.
Where you feel the weight of the Sport or GT is when the scooter gets a little off-center, which is easy to do considering their seat heights of 31.9 and 31.3 inches for the Sport and GT, respectively. The first stoplight we came to, in fact, caught me off guard when the reach to the ground was further than I was expecting.

Instrument clusters are slightly different from one another, but both supply the needed information in an easy-to-read format.

When parked, the Sport can increase its storage capacity via the flexcase. When not in use the flexcase easily collapses and secures to the bottom of the scooter.

As a six-footer with no seat height issues (especially when riding scooters) I couldn’t help but wonder what BMW engineers were thinking creating a scooter with easy-to-ride parameters for people with no or limited two-wheel exposure but with a seat height bothersome to someone of my stature and experience. I mean, 31.9 inches is taller than the seat height of most sportbikes!
Beneath those towering seat heights exists a 4.2-gallon fuel tank (enough go-juice for a 200+ mile range between fill-ups) and ample storage space. The GT boasts room enough for two full-face helmets at any time, while the Sport is outfitted with a “flexcase” that expands to fit two lids (or whatever) when the scooter is parked to allow for additional storage. Due to the close proximity of the rear wheel to the expanded case, the Sport will not start nor run until the flexcase is closed and secured. Both scooters feature an LED trunk light, a nicety you never knew you needed until experiencing it.
In addition to seat height and storage capacity, the GT differs from the Sport by way of better wind protection via its “Wind Guide Vanes,” an electric windscreen, more leg room between the seat and forward floorboards, a three-position adjustable rider backrest, and a slightly different instrument cluster. For all that, BMW asks only an additional $400 be paid: $9590 for the Sport and $9990 for the GT.
I certainly appreciated the GT’s extra legroom, and the small backrest kept me from slouching when my feet were positioned forward. During a long-haul trip (of which either scooter is fully capable) the comfort the backrest supplies will grow exponentially.
Because you never really know how you want a windscreen adjusted until after you’re in motion, the electrically adjustable windscreen of the GT is far more preferable than having to pull over and manually adjust the Sport’s windscreen.

Both models offer dual, non-locking glove compartments. Our testers were equipped with heated seats and handgrips, a luxury of the Highline Package.

Both scooters are equipped with ABS brakes, and gripping handfuls of front and rear brake levers—with twin 270mm front and single rear disc brakes—commandingly hauls the hefty scoots to a standstill. Here again, less weight would only heighten braking performance, but at least BMW’s ABS system only adds an additional 1.5 pounds to the scooters’ weight issue.
Speaking of brakes, parking brakes automatically engage whenever the sidestand is extended, making sure your $10k scooter doesn’t inadvertently roll downhill.

Nearly 600 pounds rolling on 15-inch wheels, but you’d never know it by its handling mannerisms. The chassis of the GT and Sport allows a rider to attack the twisty bits with the kind of aggression usually reserved for sportbike pilots.

According to BMW, more GT models are scheduled for the U.S. than the Sports, while a large percentage of both models will come equipped with the Highline Package ($605), which includes heated seats and grips, a tire-pressure monitoring system and an anti-theft alarm.
While not as cold as other regions, California does experience winter, and riding the Sport to and fro at night with warmth emanating from the seat and grips is a worthwhile pleasure. Is the Highline Package worth the asking price? If you’re truly considering purchasing a $10k scooter, what’s another $600?
BMW’s research shows that the majority of purchasers will opt for the more expensive GT model with the additional priceload of the Highline Package. Having ridden both and experiencing no real downside to GT ownership, we agree that the extra amenities of the GT for just an extra $400 makes it the more rational choice.

By the Numbers
	BMW C600 Sport	BMW C650 GT
MSRP	$9,590	$9,990
Engine Type	liquid-cooled in-line Twin four-stroke
Bore x Stroke	79mm x 66mm
Displacement	647cc
Horsepower	60 bhp @ 7500 rpm
Torque	49 ft-lb. @ 6000 rpm
Compression Ratio	11.6:1
Valve Gear	DOHC, chain driven with bucket tappets
Valves	2x31.5mm intake / 2x27.1mm exhaust
Engine Oil Capacity	3.5 quarts
Engine Management	BMS-E BMW Digital Engine Management
Fuel	Premium unleaded
Fuel Capacity	4.2 US gallons
Charging System	588 Watts @ 14 Volts
Battery	12 Volts 12 Amps/hour maintenance-free AGM
Cooling System	Water-cooling with oil heat exchanger
Transmission	CVT with centrifugal clutch
Frame	Tubular steel with die-cast aluminum sections
Frame	Tubular steel with die-cast aluminum sections
Front Suspension	40mm upside-down fork with 4.5 inches travel
Rear Suspension	Single-sided swingarm with 4.5 inches travel
Brake System	BMW Motorrad ABS - Standard
Front Brakes	Dual discs, two-piston floating calipers
Front Rotor	10.6 inch dual rotors
Rear Rotor	10.6 inch single disc
Front Wheel	3.50x15 cast aluminum
Rear Wheel	4.50x15 cast aluminum
Front Tire	120/70 x ZR 15
Rear Tire	160/60 x ZR 15
Length	84.8 inches	87.3 inches
Width	34.5 inches	36.0 inches
Wheelbase	62.6 inches
Seat Height	31.9 inches	31.3 inches
Steering Angle	64.6 degrees
Front Wheel Trail	3.6 inches
Dry Weight	509 lbs. excluding options and accessories	536 lbs. excluding options and accessories
Wet Weight	549 lbs. excluding options and accessories	575 lbs. excluding options and accessories
Maximum Load	981 lbs. GVWR
Available Colors	Titan Silver Metallic Sapphire Black Metallic Cosmic Blue Metallic Matt	Sapphire Black Metallic Vermilion Red Metallic Platinum Bronze Metallic Matt
Available Equipment	$605 Highline Package (heated seats, heated grips, TPM) $395 Anti-Theft Alarm

With the RR, BMW Motorrad has designed a superior first supersports from the start and set new standards in terms of performance. The new BMW RR is in the design, especially the new engine and chassis further comprises a logical step and is once again an impressive exclamation point in the success story of the super sports.
Modified steering head angle, a new fork, new shock absorber and swing an optimized geometry combined with a more finely tuned engine and more precise, lighter throttle response make the new 2012 BMW RR as completely new Superbike from.
Never before has a BMW motorcycle in the design and construction of uncompromising super sports purposes, and at the same time ideal for daily use designed as the new BMW RR.

New BMW S1000RR 2013 Front View; BMW Motorrad S1000RR small Superbike Picture

The new BMW S 1000 RR not only benefits from the advanced developments for the engine, suspension, and cockpit. It has also gained yet another step ahead in terms of design. The tail section now presents a considerably leaner look. There have been some discrete changes to the asymmetrical side panels, and the centre airbox cover now sports side aperture grilles. On the top part of the panels, a new, telling identifying feature takes the form of two winglets that enhance the aerodynamic qualities.

BMW S1000RR 2013Colors: In the most sporting color combination of Racing red and Alpine white, the RR exudes power and speed even when it is stationary, whereas plain Bluefire lends it a decidedly extravagant look.

Intermot will be held tomorrow, October 2, 2012. But there is something interesting here. Rumored that BMW sport motorcycle manufacturer bavaria origin, has launched the latest series of the BMW R 1200 GS.
This news didaatkan when companies Riding Gear / Apparel Advanture Wunderlich was already preparing their latest leaflet containing the special adventure apparel that is devoted to the new BMW 1200 GS boxer twin engine that uses liquid-cooled (LC) complete with a picture of The New 2013 BMW R1200GS own.

The R850R is BMWs newest entry in its ever-expanding line of four-valve Boxer twin models. At first glance the new Beemer looks just like the R1100R, BMWs flagship in the standard class which was first introduced in 1994. Actually the 850 is a scaled-down version of the big boxer, and serves as a replacement for the discontinued K75 triples and single-cam two-valve boxer twins in the more-affordable smaller-displacement standard, or naked, class.
The R850R shares most all the same features found on its larger stablemate. The fuel-injected, four-valve twin-cylinder engine is identical to the R1100Rs mill, save for a smaller bore (87.8mm vs 99mm). Combined with the Bosch Motronic engine management system, BMW clai
ms 70 horsepower from the air-cooled boxer -- the same output as the K75 three-cylinder, water-cooled powerplant, and 12 more than the old air-cooled R100, along with a torque figure of 57 ft.-lbs -- a full seven more than the K75. The technologically advanced Bosch Motronic fuel-injected and three-way catalyst-equipped system results in what BMW claims is one of the most environmentally friendly motorcycles ever produced. Other standard features borrowed from the R1100R include the stressed-member frame, front Telelever and rear Paralever suspension systems, 12.0 inch front and 10.9 inch rear disc brakes and four-piston Brembo calipers, three-spoke cast alloy wheels equipped with Bridgestone Battlax radials (120/70ZR-17 front, 160/60ZR-18 rear), stainless-steel exhaust system, large, easily removable saddlebags, and touring-sized 5.5-gallon fuel tank. Also handed down to the 850 from its big brother is that unique styling you either love or hate. Theres no middle ground here. In fact, the R850R epitomizes the phrase "naked bike." Lacking even a tachometer, the spartan instrument layout provides only the -- dare we say it -- barest essentials; the speedo, three idiot lights (low fuel, oil pressure, battery), and the obligatory neutral light and turn indicator, all housed in a weirdly styled pod.
As an entry-level motorcycle, the BMW R850R has all the talents required to fit the billing -- except for the price
 The R850R offers an accommodating, easy-to-handle seating position for those long enough of leg to straddle the boxer -- although its three-position adjustable seat allows even those of short inseam to find a seat height where both feet touch down comfortably. The wide, cast-alloy handlebars have a tall rise, forcing a straight up sit up and beg riding position. Indeed, the bar-seat-peg relationship, coupled with the saddle style of the seat itself, makes for a very upright riding position. BMW states the R850R is one of its "entry-level" models, and we found it suited for that role, although we still believe that first riders will gain confidence faster on a smaller, more easily manageable bike. Admittedly, safety items like the side-stand cut-off switch that wont allow the engine to start unless the the stand is up are the kind of features beginning riders appreciate, but experts hate. Everyone loved its ease of use, however. With its advanced engine-management system, the motor is delightfully user-friendly. Cold starts are as simple as turning the choke (actually just a fast-idle cam) to the start position and thumbing the green start button. You can ride away immediately, with no hint whatsoever of traditional carburetor stumble. The engine pulls cleanly from idle to what would normally be called redline -- without a tachometer you are left to shift at whatever point you feel comfortable with. The middleweight boxer delivers plenty of useable, real-world torque at all revs, but more advanced riders will find this Beemer somewhat lacking in twist-grip punch -- especially if theyve experienced the big-bore power of the R1100R. The 850s handling is on par with what we found in our test of the R1100R, although the 850 seems to have a lighter feel about it. As with the 1100, the 850s suspension is tuned for comfort, not sport. The bike will wallow and move about if pushed hard into turns, but decent ground clearance and the renowned traction of the stock Bridgestone Battlaxes help keep the confidence level high. Around town and out on the freeway the BMW performs as one expects a BMW to perform -- smoothly. The Showa-built rear shock is adjustable for both spring pre-load and rebound damping, and coupled with the Paralever suspension, soaks up road irregularties both large and small with aplomb. Shaftdrive effect is negligible, and engine vibration is only noticeable at low engine speeds. The BMW-exclusive Telelever front suspension has a built-in anti-dive effect, allowing one to make full use of the excellent Brembo front discs, but the rather spindly 35mm fork stanchions do not inspire much confidence during aggressive maneuvers. BMW is offering its ABS system, standard equipment on the R1100R, as an option on the 850.  Fit and finish is outstanding, certainly as one would expect in a motorcycle built by BMW. Typical German quality is everywhere. Nit-picks are few, but worth mentioning: The cable-operated clutch is grabby, and the heavy flywheel causes the bike to lurch forward during upshifts if the lever is released quickly. The unusually-shaped gearshift lever is short and stubby, making it difficult to get your foot under for an upshift with heavy riding boots on. The turn signal switches are difficult to use at first, since they use a different system from everyone else in the world, with a different switch for each of the three functions -- left turn, right turn, and cancel. The front shock for the Telelever front suspension is non-adjustable -- theres not even an adjustment for spring preload. As an entry-level motorcycle, the BMW R850R has all the talents required to fit the billing -- except for the price. A beginning motorcyclist is not likely to be able to fork out that kind of dough for their first bike. Unless that beginner is a middle-aged, middle-class, firmly-planted individual. One who just might have a four-wheeled BMW already in the garage. BMW is trying to fill a void created by the extinction of the K75, and with the new R850R standard model we feel theyve nearly filled the gap, but were waiting with bated breath for the sporty Aprilia-built 650 single to arrive sometime next year.
Specifications:

Manufacturer: BMW
Model: R850R
Price: $8990.00
Engine: Air cooled/oil cooled boxer twin cylinder
Bore x Stroke: 87.8 mm x 70.5 mm
Displacement: 848 cc
Carburetion: Bosch Motronic fuel injection
Transmission: 5-speed, shaft drive
Wheelbase: 57.99 in.
Seat height: variable, 29.9 - 31.5 in.
Fuel capacity: 5.5 gallons
Claimed dry weight: 482 lbs.

Sold right alongside BMWs new dual-purpose single will be its fraternal twin, the F650 Street. As the name implies, this is a more street-oriented version of the F650. Both bikes share spoke wheels, but the ST uses an 18-inch front rim, one inch smaller than the F650. The result is quicker steering and a lower seat height for the ST. Tires are chosen purely for road work, with a set of Metzeler street tires replacing the F650s enduro rubber. Other differences include a lower windscreen on the ST, designed to function more effectively at higher speeds (although the F650s taller screen will bolt right on the ST). The STs handlebars are narrower, allowing a more tucked-in position for freeway riding while the F650s wider bars allow more leverage off-road. Front
fender design differs between the two bikes as well. A higher unit is fitted to the F650 to provide more clearance for dirt and mud, and side extensions cover the lower fork legs to protect them from stones chips. Also offering more protection is the F650s front engine plate which tucks in tighter to protect the engine, while the STs functions more as an aerodynamic spoiler.
All of the options available for the F650 can be fitted to the F650ST.

Specifications:

 
Manufacturer:  BMW
Model: F650ST
Price:  $7,490
Engine: Liquid-cooled, DOHC, four-valve single
Bore x stroke: 100 by 83mm
Displacement: 652cc
Carburetion: (2) Mikuni constant-vacuum
Transmission:  5-speed
Wheelbase: 58.3 inches
Seat height: 28.9 to 30.9 inches
Fuel capacity: 4.6 gallons
Claimed wet weight: 421 lbs.

BMW R 66 597 (1938 - 1941) Description & History: The year 1938 was a great one for BMW, because the company introduced six new models, including the R 23. The other models were the R 51, the R66, equipped with a displacement of 597cc and a power of 30bhp at 5300rpm and the R 71, the last BMWs side-valve engine.

BMW R 66 597 1938 - 1941 Full Specifications:
Brand: BMW, Model: R, Type: R 66 1938, Name Year: R 66 597 1938 - 1941, Engine Type:  Four-stroke two-cylinder flat-twin, Displacement: 597 cm3, Bore Xstroke: 2.74x3.07 in OR 69.6x78.0 mm, Compression: 6.8:1, Horsepower: 22(30)/5300 KW(hp)/RPM, Torque: -, Fuel System: Carburetor, Gearbox: 4-speed, Clutch: Single disc, dry, Primary Drive: -, Final Drive: -, Frame: Twin-loop steel tubular frame, Front Suspension: Telescopic fork, Rear Suspension: Telescopic fork, Front Brake: Drum Brake, Ø 200 Mm, Rear Brake: Drum Brake, Ø 200 Mm, Length: 83.85 in OR 2130 mm, Width: 32 in OR 813 mm, Seat Height: -, Wellbase: 55 in OR 1397 mm, Ground Clearance: -, Weight: 412 lbs OR 187 kg, Fuel Capacity: 3.7 gallons OR 3.7 L, Tyres Front: 3.50x19, Tyres Rear: 3.50x19.

BMW R 32 494 (1923 - 1926) Description & History: The R32 was manufactured from 1923 to 1926. It had a 486-cc engine and a power of 8.5bhp, managing to reach a top speed of about 60 mph. With the M2B32 "flat twin" engine and the gearbox which forms a single unit with the engine, the R 32 is a main base for all future machine designs until the K-Series, introduced in 1983.

BMW R 32 494 1923 - 1926 Full Specifications:
Brand: BMW, Model: R, Type: R 32 1923, Name Year: R 32 494 1923 - 1926, Engine Type:  Four-stroke two-cylinder flat-twin, Displacement: 494 cm3, Bore Xstroke: 2.67x2.67 in OR 67.8x67.8 mm, Compression: 5.0:1, Horsepower: 6(8.5)/3200 KW(hp)/RPM, Torque: -, Fuel System: 1 Carburetor type BMW Spezial 22mm, Gearbox: 3-speed, Clutch: Single Discs, dry, Primary Drive: -, Final Drive: -, Frame: Twin-loop tubular frame, Front Suspension: Twin cantilever spring, Rear Suspension: Rigid, Front Brake: Drum brake Ø 150 mm, Rear Brake: Block brake, Length: 82.7 in OR 2101 mm, Width: 31.5 in OR 800 mm, Seat Height: -, Wellbase: 54.3 in OR 1379 mm, Ground Clearance: -, Weight: 269 lbs OR 122 kg, Fuel Capacity: 3.7 gallons OR 3.7 L, Tyres Front: -, Tyres Rear: -.

BMW R 1200 S 1170 (2006 - Present) Description & History: Described as the most powerful Boxer ever, the R 1200 S has a 123 horsepower engine at a peak of 8250rpm. Being a 2006 model, the R 1200 S has a number of new features, such as fully controlled catalytic converter, twin spark ignition, Telever front wheel suspension. The optional features include an extra wide rear wheel and Ohlins sport suspensions.

BMW R 1200 S 1170 2006 - Present Full Specifications:
Brand: BMW, Model: R, Type: R 1200 S 2006, Name Year: R 1200 S 1170 2006 - Present, Engine Type:  Air/oil-cooled flat twin (Boxer) 4-stroke, one camshaft and four valves per cylinder, central balancer shaft, Displacement: 1170 cm3, Bore Xstroke: 4x2.9 in OR 101.6x73.7 mm, Compression: 12.5:1, Horsepower: 90(122)/8.25 KW(hp)/RPM, Torque: 61/6500 lb-ft/RPM OR 83/6500 Nm/RPM, Fuel System: Electronic intake pipe injection, Gearbox: 6-speed, Clutch: Constant mesh 6-speed gearbox with helical gear teeth, Primary Drive: Helical gears, Final Drive: Shaft drive, Frame: Three-section frame consisting of front, middle and rear sections, load bearing engine-gearbox unit, Front Suspension: MW Motorrad Telelever;stanchion diameter 41 mm, central spring strut, Rear Suspension: Cast aluminium single-sided swing arm with BMW Motorrad Paralever, Front Brake: Twin disc brake, floating brake discs, 320 mm diameter, four-piston fixed calipers, Rear Brake: Single disc brake, diameter 265 mm, double-piston floating caliper, Length: 84.7 in OR 2151 mm, Width: 34.3 in OR 871 mm, Seat Height: 32.7 in OR 831 mm, Wellbase: 58.5 in OR 1486 mm, Ground Clearance: -, Weight: 419 lbs OR 190 kg, Fuel Capacity: 4.5 gallons OR 4.5 L, Tyres Front: 120/70xZR17, Tyres Rear: 180/55xZR17.

With 183hp at the wheel and starting at just $13,800, the BMW S1000RR is shaping up to be the hottest liter bike of 2010. The lucky dutch are getting an even hotter version, this BMW S1000RR Carbon Edition is equipped with carbon fiber fairings; all the DTC, ABS and alarm options boxes ticked; HP rearsets, brake and clutch levers and an Akrapovic exhaust canister. Of course, all that adds up to a much higher sticker price, increasing from €17,990 to €24,990. No word on availability outside the Netherlands yet.

Source Hell For Leather

Related :

BMW S 1000RR Carbon Edition, s1000rr carbon

Motorsport Galleries

BMW S 1000RR Carbon Edition, s1000rr carbon,BMW S 1000RR, bmw 1000rr, bmw s 1000 rr price, s 1000rr, bmw rr, 2010 bmw s1000rr superbike,BMW R 1200GS, bmw gs 1200, r1200gs, bmw gs, bmw gs 1200, bmw r1200 gs, bmw 1200, bmw motorcycle, bmw motorcycle specifications, bmw r1200gs adventure, bmw r1200gs accessories, bmw gs 1200, bmw gs, bmw usa,valentinorossi, bmw boxer, bmw rt 1100, bmw r 1100, bmw r 1100 r, r1100s bmw, boxer bmw, atv, BMW R 1200GS, bmw gs 1200, r1200gs, bmw gs, bmw gs 1200, bmw r1200 gs, bmw 1200, bmw motorcycle, bmw motorcycle specifications, bmw r1200gs adventure, bmw r1200gs accessories, bmw gs 1200, bmw gs, bmw usa