Morini Scrambler Review

If the idea of a 1187cc, 115bhp V-twin machine with Scrambler clothing and mild off-road capability provokes the madness within, the Scrambler is the doorway to the nearest nut house. On the road-biased tyres (an optional fit because the standard knobblies aren’t speed rated for 100mph-plus action), the Scrambler is a scream. Wheelies and sports-like riding come with a twist of the throttle. Keep the throttle abuse to a minimum and the Scrambler makes for a lovely ride.

The ultimate in torque laden V-twins. The short rev range means quick cog swaps are required to keep the engine on the boil. There’s an abundance of torque available and low rpm running is a little jerky because of torque reaction from the crank. But keep the revs and you will revel in the way the handlebars tug at the arms and make you smile with the induction roar.

For a portly mass of engine and chassis the Scrambler is surprisingly adept at bend swinging. You’ve got to apply some muscle through the tight sections, but the bits in between are a blast of instant punch and rock solid chassis. It’s a tall, top heavy unit (with a full 21 litres of fuel onboard), which is why it needs extra rider input through turns. But even though the suspension is slightly longer for gravel road and country lane action, it never threatens to get out of shape on tarmac.

It’s an name game here, featuring some of the biggest and oldest Italian component manufacturers. Verlicchi makes the high tensile steel frame, Marzocchi supplies the front USD forks, Paioli is stamped on the fully adjustable rear monoshock and Brembo brakes work very, very effectively. Add to this the Excel wheel rims, hydroformed swingarm and beautiful exhaust pipework, then you have a class act on wheels.

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Coming Soon Ducati Monster 696 ABS

 

It beat its 1100cc big brother to the new Monster look, now the entry-level 696 is set to get the jump on the latest tech.

Ducati’s entry-level Monster will get ABS in 2010, making it the only current Ducati to use anti-lock technology, and an even better first big bike. Leaked documents reveal the new system carries no weight penalty, but is expected to push the price of the £6195 to around £6500. A non-ABS 696 will continue to be available.

The last Ducati to get ABS was the touring ST4S, which Ducati said performed less intrusively than less-sporting rival firms’ systems, being tuned for ‘more aggressive riding’. The 696’s ABS isn’t expected to be switchable on and off, like the ST4S’s system.

The news is further confirmation ABS is approaching the tipping point of mass acceptance among bike buyers, with demand for Honda’s ABS-equipped Fireblade and CBR600 taking the firm by surprise this year, and BMW – the first firm to fit anti-lock brakes to bikes – recently selling its millionth ABS-equipped bike.

Technorati Tags: Ducati,Ducati Monster 696 ABS,696,ABS,Motorbike,Bike News

The Stylish 2010 Yamaha R6

Yamaha has boosted the midrange power of its dominant YZF-R6 in an attempt to broaden the appeal and performance of its 16,000rpm supersport screamer. The firm, keen to re-emphasise the R6 as the bike which benefits from race-derived technology first, still doesn’t give it a crossplane crank however.

 

The midrange-boost comes from tweaks to the variable intake stacks, airbox, a re-mapped ECU and altered exhaust system. No figures available yet and the colours shown aren’t confirmed as those for the UK.

Changes include:

Revised YCC-I (Yamaha's Chip Controlled Intake) funnels

Revised air box.

Revised "Mid Ship" 4-into-2-into-1 exhaust system

Revised ECU mapping

The changes to the R6 are significant compared to the competition, but if you were hoping for ever bigger developments you’ll have to wait til 2011.

Technorati Tags: Yamaha,Yamaha R6,YZF-R6,Superbike,2010,Motorbike

New Super Naked Bike CB1000R

 

Forget the dinosaur CB1000 of the early nineties, or the now defunct 900 Hornet, the CB1000R is a whole new bag for Honda, designed with Europe, using a retuned version of the 2007 FireBlade engine and with 2008 FireBlade forks and brakes, a beautiful single-sided swingarm and fabbo styling. In fact the only thing the CB1000R lacks is a bit of soul and the noise you get from a Brutale or Speed Triple. But for ninety-nine per cent of the time it’s a better bike in every respect.

The Honda CB1000R uses a 2007 FireBlade unit that has been retuned for maximum torque and midrange. It’s similar to the CBF1000 engine but gives stronger performance. As such, 130bhp is plenty but it’s more about the torque and the way the power is delivered that impresses. It comes on clean and fat to the point where sixth gear will pull 30mph with no shakes just clean drive. That said it doesn’t howl or really get you excited. It has the looks of something really aggressive but it never really wants to kick off. In comparison to the Speed Triple it’s not quite as raw, but that makes it easier to ride than all its rivals.

The Honda CB1000R’s suspension is softer than, say, the Triumph Speed Triple’s, but, for many give the perfect blend of feel and comfort. Most don’t want a bike that’s rock hard, just one that lets you know what the wheels are doing and one that doesn’t pitch around under power or braking. The Honda gets it bang on. It may lag behind rivals on track, but in the real world, where cops are hiding in trailers with speed guns, the roads get ever busier and the surface isn’t racetrack smooth the Honda CB1000R is a brilliant unfaired bike.

The Honda CB1000R is a top quality bit of kit in every respect. The forks are taken from the 2008 FireBlade but feature different internals. Brakes are taken from the 2008 Blade, too, but use smaller 310mm discs, different master cylinder and brake lines. Flashy LCD clocks are, Honda claim, the most sophistated and expensive to produce they’re ever made and then there’s that stylish and clever single-side Pro-Arm rear end.

Honda’s CB1000R is easing into middle-age with a sober new selection of colors that includes beige.

The Fireblade-power super-naked will be available (otherwise unchanged) in ‘Pearl Nightstar Black’, ‘Matt Vanguard Beige’, ‘Metallic Pearl Siena Red / Pearl Nightstar Black’ and ‘Pearl Cool White’.

All colors are available in standard and C-ABS-equipped versions. It marks the end of the almost-Kawasaki-ish metallic green that seemed to best express the angular, aggressive look of the CB1000R. Still, cool bike.

Technorati Tags: Honda,Honda CB1000R,Super-Naked Bike,Motorbike

Suzuki Unveil GSX1250FA for 2010

 

Suzuki is releasing the GSX1250FA as a new model for 2010 – essentially a fully-faired Bandit 1250.

The new machine uses the engine and chassis from the Bandit 1250S, but with a new full fairing mimicking the GSX650F. The first pictures show a selection of genuine Suzuki touring accessories too, indicating Suzuki is pitching the bike as a cut-price all-rounder.

Technorati Tags: Suzuki,Suzuki GSX1250FA 2010,New Bike,Bandit 1250S,Motorbike,Superbike

2010 New Honda CBR600RR

Honda has given its supersports weapon subtle tweaks for 2009, designed to give it more mid-range oomph and a smoother power delivery. New pistons, cylinder head and exhaust system have bolstered torque between 6000-10,000rpm, which makes the engine more flexible on the road. Luckily for us, this has been done without sacrificing any top-end power. The big news, though, is the optional electronically-controlled Combined ABS system, which is a world-first for a supersports machine. A new-style bellypan now covers the whole engine and the C-ABS valve unit for the front brake.
The C-ABS version doesn’t detract from the enjoyment of riding supersport 2008 machine of the year, and it feels just the same to ride as the standard Honda CBR600RR, even on the track. The C-ABS stays in the background until you get into a difficult braking situation, then the ‘brake-by-wire’ kicks in and will save your bacon, so sportsbike purists need not worry about the system getting it the way.

Honda didn’t really need to tweak the 107bhp, in-line-four-cylinder 599cc motor as it’s a gem in the first place, with a powerful, screaming top-end and a decent dollop of mid-range. The engine is especially effective at delivering incredible performance, thanks to the Honda’s lack of all-up weight (it’s the lightest of all the 600s). The Honda CBR600RR’s motor is already more flexible than the ’08 Kawasaki ZX-6R, Suzuki GSX-R600 K8 and ’08 Yamaha R6, but the tweaks to the engine and exhaust have made it even nicer to live with.

There are no changes to the 2009 Honda CBR600RR’s chassis: this is no bad thing as, like the engine, it’s class-leading. Stability in a straight line and through the corners is absolute, the suspension action and control is as fluid as pukka race kit and the standard model’s brakes are full of feel and power. This is a machine that loads you with confidence and flatters your riding like a Ducati 1098R. Honda’s optional electronically-controlled Combined ABS system is a thing of genius. In normal conditions the CBR works the same as a conventional machine, but in an emergency it takes over and stops the wheels from locking. It also distributes the braking between front and rear calipers to give maximum stability in all conditions.

The Honda CBR600RR comes with everything you need to hammer round the racetrack, including radial brakes, fully-adjustable suspension and an electronically-controlled, speed-sensitive steering damper. The only toy it’s missing is a slipper clutch. Add the C-ABS into the mix and it’s the complete package.

The CBR600RR is as rugged as a Tonka toy and built with the breathtaking precision of the finest Swiss watch. The build quality is superb, and the paint finish deep and flawless.

Honda’s CBR600RR is getting this graffitied zebra look for 2010, joining a range of refreshed colors that now includes:   

- Graphite Black (Mono-Black)
- Graphite Black/Victory Red
- Pearl Sunbeam White/Tricolor

Only the non-ABS CBR gets the ‘Special Edition’ (Pearl Sunbeam White with bold graphics) as an option.

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2009 BMW K1300R

Overall review’s of  the “Gorgeous Naked Bike” from BMW :

It may look largely the same as the outgoing model but the latest version of BMW’s naked K1300R has had a host of small changes that add up to a much better bike all-round. With a claimed 173bhp and some seriously clever optional electronically-adjustable suspension, traction control and a long list of options to choose from, BMW has built a bike that almost defies naked bike logic. And don’t forget the new K-series range now has proper indicators rather than the confusing triple switches of old.

Engine :

The motor is the biggest single area of improvement over the previous model. Engineering development was handed over to the spanner magicians at Ricardo – the same firm that designed the gearbox for the 1000bhp Bugatti Veyron hypercar. This is the first time BMW has worked with Ricardo on one of its bikes. The result is a claimed 173bhp from an increased 1293cc four-cylinder motor that is much smoother with bundles of power and torque. It’s one of the best big-capacity motors on the road today combining lovely refinement with a racing engine snarl when pushed. And yes, it’s very, very, very fast. The only question is how long you can hang on.

Ride and Handling :

The BMW K13000R is actually a little easier to chuck around than the faired BMW K1300S model thanks to wider, taller handlebars which give loads of leverage over the fairly substantial weight of the bike. Use of aluminium rather than steel on the Duolever front suspension has taken 1kg off the unsprung weight and this has added a bit of feel to the slightly numb handling feedback on the outgoing model. The ESA II system and ASC traction control are brilliant and well worth the cash.

Equipment :

Spec up a BMW K1300R with all of the options BMW has to offer and it’s going to be an expensive machine. There are some must-haves though and the ESA II at £617 is one of them as it offers a great deal of adjustment and takes the guesswork out of suspension adjustment. ABS is another one. After that there are some lovely choices. Heated grips, hard luggage, Akrapovic exhaust, onboard computer and a quickshifter. There are also carbon bits, mini-indicators and crash bungs as standard on the R. Most are worth a look although we would give the quickshifter a miss as although it works just fine, it seems out of place on a bike like this.

Quality and Reliability :

 Few bikes shrug off winter better than a BMW motorcycle but it will still need regular attention to keep it looking shiny. The uprated shaft drive means less maintenance and expense than a chain.  A few owners of the BMW K1200S previous model seemed to have suffered from vibration and quite high oil consumption but the new engine should stop that happening.

Technorati Tags: BMW,BMW K1300R,2009,Naked Bike,Motorbike

Roehr 1250 2009

The Roehr is a very exclusive, hand-built, all-American sports bike using a supercharged Harley Davidson 1250cc V-twin stolen from a V-Rod. The frame was designed by Walter Roehr himself. It’s not just a gimmick either, it works and, considering the weight of the Harley engine, handles far better than you’d think.

Currently the most powerful production bike in the USA putting out more power than even a Ducati 1098R or KTM RC8R. The already over-engineered Harley engine receives a huge dollop of extra power thanks to a light weight supercharger. Claimed power is 180bhp with an arm-ripping 115ftlb of torque, all through a five-speed gearbox.

Considering the weight and size of the mighty V-twin which has been shoe horned into a very special CroMolly steel and aluminium frame it handles far better than you’d expect. The Roehr’s wheel base is very similar to a Ducati 1198. Ohlins suspension controls both front and rear and is fully adjustable. On standard settings it’s slightly on the soft side, more for the road than track, more catered for the US market.

As you would expect from a £35,000 plus bike the level of craftsmanship and quality components is very high. The Marchesini, forged, lightweight wheels are very trick and the single sided swing-arm is very MV-like. Huge 320 semi-floating front discs are gripped by radial-mounted, four-piston calipers. Then there’s the unusual parts like a full race exhaust which is half Vance and Hines and half Akrapovic – or a filler cap, which is where there pillion would sit as the fuel is under the race hump, sub frame and under the rider’s seat.

Impossible to judge reliability yet as this is a one off and all hand-built. However, the Harley Davidson V-Rod engine is bullet-proof and was designed in partnership with Porsche and even with the added boost in power should prove 100% reliable. The level of finish and quality components is also high.

Technorati Tags: Roehr 1250 2009,Roehr,Harley Davidson,Superbike,Sportsbike,Brembo

Ducati StreetFighter S 2009

The Ducati Streetfighter looks like a crashed 1098 superbike but packs so much presence and attitude it works standing still. It needs to because at £13,995 for the S-version we rode here, it has a hell of a lot of competition on its hands in one of the biggest-growing classes in the UK.
Ducati claim it’s the lightest bike in the class, at 167kg (17kg lighter than the S4Rs it replaces) and it’s also the most powerful Ducati naked bike ever made.
It’s a liquid-cooled, 155bhp V-twin bruiser that uses a hybrid 1098/1198 motor, a modified frame for more stability and a slightly longer swingarm. Think of it a cross between a big supermoto and a Monster and you’ll be on the right track. And for speed, the S version rated here has better front and rear suspension, traction control and data analysis built-in.

It’s definitely not the low-down grunt fiend we all expected, but is a very capable motorcycle that makes a Honda CB1000R look like a soft girl’s bike and would give a Speed Triple a run for its money. It hasn’t got the grunt off the bottom end to match a KTM, but at higher revs the Ducati will undoubtedly clear off.

On the throttle the fuelling is perfect. Clean delivery, no hesitations, and every millimetre of twist being dialled into the rear tyre. But it takes a bit of revving, and that’s a real surprise. Maximum torque is at 9500rpm, the same place that it makes maximum power, which means you have to rev it to really ride it. On the road, that won’t be much of a problem, but why Ducati didn’t change the power characteristics beats me. One theory is that the bike would almost be too grunty and then it would run wide in corners, the other is the cost associated with redeveloping the engine from scratch. There’s plenty of power available from 7000rpm but it’s in a much narrower window than you would expect with a bike of this kind, eventually bouncing off the limiter at 10,250rpm in a blur of LED dash.

The chassis is good, letting you get into a corner hot, using the fiercest road bike brakes in production to get the front-end nailed to the track, giving it a chance to overcome the slight pogo suspension before you dial in maximum lean. Which on the track means dragging the oil/water cooler on both sides, though if you did this on the road you deserve to make friends with whatever hedge you find yourself nestled in next. But while the chassis is good, the engine is a bit of a let-down.
Say the name Streetfighter and you expect it to fight its way off a low-speed turn, wheel in the air, struggling for grip. But it’s all a bit too EU-sanitised.  It’s noisy alright, with bigger bore pipes than the 1098, and it’s just 5bhp down on that bike thanks to a more restrictive air assembly, but it just hasn’t got the bottom end bite to match its name. The anti-spin traction control numbs the fun (it is adjustable), and the engine just doesn’t bite off the bottom the way you’d dream a 1098 motor would.

This bike is all about attitude and it has tons of it. I still can’t get away from the fact that it looks like a 1098 that has been crashed and squashed. But spend some time with it, look past the ugly black rubber pipes and see the thing as a whole and it starts to make sense. Take in the stance, the Audi-style LED headlight (a first for the motorcycle world), the bronze frame and wheels (the standard bike has a black frame), those fat twin exhausts and the most incredible brakes yet fitted to a road bike – the 1098-spec Monobloc four-piston Brembo calipers.

It’s well made and uses some of the best quality components fitted to a naked bike. It’s the pimp daddy of naked bikes with stuff that wouldn’t look out of place coming out of a BSB paddock. Lashings of carbon fibre, Ohlins suspension, Marchesini wheels, full race-spec Brembo brakes and that deep red paint all look like a bike that will last the distance. What we’re not so sure about is the unfinished look with pipes and wires sticking out and a it looks like it could be a nightmare to clean.

Technorati Tags: Ducati,Ducati Streetfighter S 2009,Brembo,Naked Bike

2009 BMW F800R

BMW placed the F800R as an entry-level, sporty, naked urban machine to slot in amongst myriad of 600cc middleweight bikes e.g Yamaha FZ6, Triumph Street Triple, Honda Hornet and so on – even though its engine is 798cc! And we can cheerfully say it fits in. What the BMW conveys is the feel and ride of large capacity bike with a parallel twin engine that can be revved to give the excitement of a sports bike without intimidating anyone.

The 798cc twin lump delivers a sweet mixture of low rpm torque and accessible horsepower. The harder you work it the more the body produces adrenaline. Fuelling is perfect around town and will return a very pleasing 54mpg even when ragged on back roads. But with this excitement, from 5000rpm and on, comes niggling vibrations though the bars and pegs. You get used to this.

The feel of the BMW F800R is taut and precise. The chassis is stiff and the suspension has been developed to work in conjunction with the chassis. Under braking and through the turn the bike is settled and feels compact, solid and… great. The rear shock is a little soft for pillion use but adjustments made (spring preload, damping) actually work. Goodly amount of steering lock and low-ish seat height make the F800R a good traffic-buster.

To keep the cost down F800R is as basic as its competitors, suspension and stunning front brakes aside. But if you’ve got the money to spare there’s a ruck of optional extras and accessories available from onboard computer, tyre pressure monitor, ABS, higher/lower seat option (FOC), fly screen, belly pan, panniers etc, etc.

One of the best put together BMW bikes we’ve seen. Everything fits perfectly and the coatings, paint and parts are sweet. But there again most bikes are like this from new. We all assume BMW has a reputation for quality, but there have been a few more complaints over the past 3-4 years, which BMW said it will address. On the plus side the engine is a known quantity because it figures in four other models and is well sorted now.

Technorati Tags: BMW F800R,F800R,BMW,Naked Bike

Rossi Hits Back With Misano Triumph

World Champion Valentino Rossi delighted the home crowd at Misano on Sunday with his second successive victory at the Italian circuit, to reassert his authority in the MotoGP title race.

A 2.4s win at the Gran Premio Cinzano di San Marino e della Riviera di Rimini over his team-mate Jorge Lorenzo was the perfect response to his Indianapolis crash and Rossi now leads the Spaniard by 30 points in the standings, with four rounds to go.

Lorenzo did his very best to stay with his illustrious team-mate over the course of the 28 lap contest, having overtaken Dani Pedrosa after a short battle, but Rossi was unstoppable in the Italian sunshine.

Having held the lead in the early stages Repsol Honda’s Pedrosa could not match the pace of the powerful Fiat Yamaha pair, eventually crossing the line ten seconds behind Lorenzo to complete the podium.

Early in the race there was drama - and heartbreak - when Alex de Angelis (San Carlo Honda Gresini) appeared to misjudge the first corner and crashed out of his home contest, with American pair Colin Edwards (Monster Yamaha Tech 3) and Nicky Hayden (Ducati Marlboro) unfortunately sliding out with him.

Andrea Dovizioso (Repsol Honda) and Loris Capirossi (Rizla Suzuki) had a fierce fight behind the rostrum finishers, with Dovizioso eventually coming out on top by two-tenths of a second for his third fourth place finish in a row.

The top ten was rounded off by early race leader Toni Elías (San Carlo Honda Gresini), Mika Kallio (Ducati Marlboro), Marco Melandri (Hayate Racing), Chris Vermeulen (Rizla Suzuki) and James Toseland (Monster Yamaha Tech 3), whilst temporary Pramac Racing representative Aleix Espargaró did very well in eleventh place in just his second MotoGP race.
250cc

A tremendous battle between Héctor Barberá (Pepe World Team) and home rider Mattia Pasini (Team Toth Aprilia) went right down to the wire in the 250cc class, with a desperate last lap ending with the Spaniard crossing the line four-hundredths of a second in front of the Italian.

There was also a superb fight for the last podium position between title candidates Álvaro Bautista (Mapfre Aspar) and Hiroshi Aoyama (Scot Racing Team) on the final lap – and it was a Spanish rider who succeeded in that contest too, albeit by just six-thousandths of a second. That result means Bautista now trails Aoyama by 13 points at the head of the standings.

Mike di Meglio (Mapfre Aspar) completed the top five after appearing to concede ground right at the end. There was home heartbreak for World Champion Marco Simoncelli, meanwhile, as he crashed out on lap twelve when fighting for the race lead, later citing a traction control problem for the accident in which he appeared to lose the rear end before hitting the ground.
125cc

A dramatic finale to the 125cc race saw the two leading riders, Andrea Iannone (Ongetta Team I.S.P.A.) and Pol Espargaró (Derbi Racing Team), crash on the last corner to hand Julián Simón (Bancaja Aspar) another crucial win.

Right at the start of the race Simón’s team-mate Sergio Gadea escaped unhurt from a nasty looking crash, with several riders swerving to avoid him as he lay stricken on the asphalt.

Once the race settled into a steady rhythm Simón and Iannone emerged at the front, only for Espargaró to join them in the final stages – before his costly clash with Iannone.

Nico Terol (Jack & Jones Team) therefore unexpectedly crossed the line in second place behind Simón, whilst poleman Bradley Smith (Bancaja Aspar) got a surprise podium – having been in ninth place with ten laps to go. Marc Márquez (Red Bull KTM) and Sandro Cortese (Ajo Interwetten) completed the top five.

The FIM MotoGP World Championship returns to action on the 2nd-4th October weekend with the bwin.com Grande Premio de Portugal at the Estoril circuit.

Technorati Tags: MotoGP,MotoGP News,Misano,Valentino Rossi,Lorenzo,Yamaha Team

Honda CBR1000RR Fireblade 2010

Honda has released details of its 2010 CBR1000RR Fireblade. The changes are few and far between; a new crankshaft, rear-end and colours .

Let’s get the full story..

Very little will changed for Honda's flagship sportsbike the CBR1000RR in 2010. To be honest that's not entirely unexpected with the global recession hitting those Japanese homes as hard as anywhere. In a nutshell the changes announced today for the 2010 'blade are:
- Sharper rear styling with revised shape and new tail-light with clear lens
- Sharp exhaust muffler appearance with aluminium muffler cover
- New graphics and colours
- Improved crankshaft inertia mass (increased or decreased - reduction guessed)
- Reduced crankshaft weight for improved inertia reaction
Honda, like many manufacturers, has a wordy way of explaining itself, although it's refreshing to see the words "reduction guessed" with reference to just how much difference the crankshaft changes will make to inertia. Those final two bullet points would appear to amount to the same thing.
Here's Honda's flowery spin on the details:
"In order to maximize enjoyment of sports riding, innovations have been made to absorb fluctuations in engine torque and improve throttle control. The ACG flywheels have been made bigger and crankshaft rigidity has been enhanced to fit the flywheel size, increasing crankshaft inertia mass by 6.87%. This enables generation of optimal crankshaft inertia mass during racing, improving throttle control and racing potential.
This has been achieved without any increase in weight through the use of lightweight components including an aluminium cylinder head sealing bolt, thin-walled flange section for the exhaust pipe and a smaller fan motor."
Styling has changed too for the 2010 'blade highlighting, in Honda's words, "the motorcycle's pared-down and purposeful design".
The rear fender has been sharpened and a clear-lens tail-light added. For 2010 the indicators and license plate holder have been integrated into a compact and convenient assembly which can now be easily detached from the rear fender unit for closed track riding.
The low-slung exhaust features a new, re-designed muffler with a top-quality aluminium finish.
2010 Colours:
- Graphite Black (White/Black stripes)
- Digital Silver Metallic/ Pearl Fire Orange
- Pearl Sunbeam White (Tricolour - HRC)
- Graphite Black (Black special)
All colours are available in both the Standard and the Combined ABS versions.

Technorati Tags: Honda,Superbikes,Bikes,2010 Honda CBR1000RR Fireblade,Honda CBR1000RR,Fireblade,Sportsbike

BMW High Performance 2 (HP2) Sport

Gorgeous Bike from BMW.

BMW Motorrad has announced details of its sportiest, most powerful and lightest signature Boxer series of all time. The third model of the High Performance HP range has been designed for the ambitious sports rider and features numerous exclusive details that were previously restricted to racing – some making a first appearance on a production motorcycle.

Examples include the self-supporting and aerodynamically optimized fairings made completely of CFK; the gear shift ‘assistant’; a dashboard like that used in MotoGP; forged aluminium wheels and racing brakes with radially-bolted calipers. Wherever the eye looks, it sees pure racing technology. It is unmistakably dynamic and agile – a machine that will inspire on country roads and race circuits.

BMW Motorrad deliberately decided to further develop the historic boxer engine for road racers with racing circuit intent. The key engine data is extremely good, for example, the engine achieves more than 96kW / 128bhp at 8750 min–1 – more than the significantly modified engine of the BMW R-1200 S. The maximum torque of 115 Nm is achieved at 6,000 min–1, while the highest engine revs reach a peak value at 9,500 min–1.

Technically, the BMW HP2 Sport is based on the BMW R 1200 S. Although customised to meet the requirements of the ambitious sports rider down to the last detail, the BMW HP2 Sport is a completely independent and exceptional motorcycle. Many detailed solutions are based on the experiences gained in long-distance races.

The most striking difference of the BMW HP2 Sport (compared with the endurance racing boxer) is the all-new cylinder heads: Each of the double overhead camshafts (DOHC) uses a drag lever to actuate the valves that are larger those on the BMW R 1200 S. Further modifications such as the flow-optimised intake and outlet, new forged pistons and adapted connecting rod help the engine to achieve the necessary higher output.

The striking design of the rear silencer is impressive and the new stainless steel exhaust system is placed below the engine for the first time. This keeps the construction of the lower area of the motorcycle to be kept extremely slim, enabling greater freedom of movement for riding techniques such as ‘knee-down’ cornering.
The inimitable boxer sound has a new acoustic quality and is generated by the exhaust system. In addition, the fitting of a CFK engine spoiler also provides aerodynamic advantages.

Another exclusive racing feature is the gearshift assistant. Together with the close ratios of the 5-speed gearbox it enables fast gear shifts without having to ease off the throttle and operate the clutch. This technology is offered for the first time in a series motorcycle. In order to adapt the gearshift pattern for the racing, a suitable replacement pressure sensor is available as special equipment (if required).
The fully adjustable Öhlins sports chassis also has a Brembo monoblock brake system with radially-mounted, four-piston fixed calipers at the front.

Optimum ergonomics are ensured by the adjustable forged aluminium footrests, adjustable stock handlebar and the Magura radial manual buttons.

The instrument console is directly from MotoGP and provides the rider with important information such as lap times, other racing data and the usual displays.

Consistent attention was paid to the light¬¬weight construction of all components. This included the self-supporting front fairing, the self-supporting carbon rear, the weight-optimised forged wheels, and such hidden details as the lightweight generator. It was therefore possible to reduce the unladen weight of the HP2 Sport to DIN standard with a full tank (90%) to 199 kilos. The dry weight is only 178 kilos.

The interplay of variable ergonomic design, increased engine output, and the favorable centre of gravity of the boxer engine guarantees superb handling and racing potential.

Even if racing is clearly at the forefront of the BMW HP2 Sport, it does not forego the safety design feature of ABS. The sophisticated anti-blocking system specially adapted to the HP2 Sport is available as an option and is configured so that it can be switched off for the racetrack.

Technical data - BMW HP2 Sport

Engine:

• Capacity cm3 1,170
• Bore/stroke mm 101/73
• Max output kW/bhp >96/128
• at max torque min–1 8,750
• Torque Nm 115
• At max revs min–1 6,000
• Configuration Boxer
• No of cylinders 2
• Compression ratio/fuel grade 12.5/S Plus
• Valves/gas cycle DOHC (double overhead camshaft) with drag lever
• Valves per cylinder 4
• Ø Intake/outlet mm 39/33
• Throttle butterfly dia mm 52
• Fuel supply management BMS-K

Electrical System:

• Alternator W 480
• Battery V/Ah 12/12, maintenance-free
• Headlight W 2 x H 7/55
• Starter kW 1.2

Power Transmission/Gearbox:

• Clutch Single-disc dry clutch Ø 180 mm
• Gearbox Constant mesh 6-speed transmission
• Primary transmission 1.734
• Gear ratios I 2.176, II; 1.625, III; 1.296, IV; 1.065, V; 0.939, VI; 0.848
• Rear wheel drive Cardan shaft
• Final drive 2.75

Chassis:

• Frame Main frame and front frame made of steel tube, rear frame and front fairing self-supporting CFK, self-supporting power unit
• Suspension, front BMW Telelever
• Suspension, rear BMW Paralever
• Spring travel, front/rear mm 105/120
• Castor mm 86
• Wheelbase mm 1,487
• Steering head angle ° 66
• Brakes front Double disc brake Ø 320 mm
• rear Single disc brake Ø 265 mm
• BMW Motorrad ABS on request
• Wheels Light metal forged wheel
• front 3.50 x 17
• rear 6.00 x 17
• Tyres front 120/70 ZR 17
• rear 190/55 ZR 17

Dimensions and Weight:

• Length, overall mm 2,135
• Width, overall mm 750 on slip pad
• Handlebar width mm 700
• Seat height mm 830
• Weight, dry kg 178
• Unladen weight to DIN standard with full tank kg 199
• Max permissible weight kg 330
• Tank capacity/reserve l 16/4

Performance Data:

• Acceleration - 0–100 km/h s <3.1
• Top speed km/h >200

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