BMW R 1200 GS motorcycle wallpapers

Motorcycle Wallpapers

BMW Motorcycle, general information, review and specifications

Bmw R 1200 GS (2008)

Click Thumbnail to download (size 1600 x 1200 pixels)
Motorcycle Wallpapers, choose by BRANDS>
BMW Models >

Bmw R 1200 GS (2008) Review and Specifications.

With the new BMW R 1200 GS, BMW is writing another chapter in the success story that started in 1980 with the BMW R 80 G/S. More than ever before, the new, comprehensively reworked R 1200 GS meets the requirements that the ideal adventure-tourer should meet. It offers superb performance, maximum comfort and a wide range of uses on the longest trips and, with its even better acceleration and agility, guarantees maximum enjoyment on twisting country and mountain roads. The optimized chassis and suspension properties guarantee the best possible handling both on and off road.

The predecessor model – the R 1200 GS presented in 2004, of which over 75,000 were produced – already embodied an incredibly harmonious synthesis of offroad and onroad characteristics. And yet the new version outstrips its predecessor, still acknowledged as outstanding, in every major respect.

A torsion-proof chassis, the front wheel suspension with the unique BMW Telelever and rear wheel suspension with the BMW Paralever still offer first-class, handling. Extremely efficient brakes combined with the BMW Motorrad Integral ABS ensure maximum safety even in critical riding situations, and excellent environmental compatibility is achieved through cutting-edge exhaust purification with a regulated three-way catalytic converter.

And let’s not forget the maintenance-free shaft drive, which means that there is no need for maintenance work, which can be both unpleasant and time consuming on extended trips and long-distance tours in particular. As is traditional, BMW is once again also offering a reliable, ingenious luggage system for the new R 1200 GS, plus further made-to-measure accessories and special equipment.

Features:

The new engine – more powerful, higher revving and more dynamic.

In terms of its design principle, basic structure, power transmission and mixture preparation, the engine in the new R 1200 GS is based on that of the R 1200 R. However, improvements have been made in the area of engine management for use in the R 1200 GS as regards the special requirements that a large-volume adventure-tourer has to meet.

While the 1170 cm3 boxer engine in the predecessor model offered superb power development in all conditions and situations, the new R 1200 GS can give a fair amount more in this respect. With an output of 105 HP, a maximum engine speed increased to 8000 rpm, giving an even wider engine speed range, plus completely revised transmission ratios, it is even more dynamic than before, with more acceleration in the upper half of the speed range, and thus even better traction over the whole range. In combination with the reworked six-speed transmission, the new R 1200 GS thus offers the most dynamic performance of all the adventurer-tourers.

Like the models to date, the new, 12:1 compressed R 1200 GS can still be operated with 95-octane fuel. Normally designed for lead-free Super petrol (RON 95), the engine can also be operated with normal petrol (RON 91) without manual intervention, thanks to its knock control.

Redesigned transmission and new shift kinematics for even more dynamic riding and more precise gear shifting.

The redesigned six-speed transmission with increased bearing diameters and modified shaft distance take account of the increased engine power, expanded engine speed range and sometimes extreme conditions of use of the R 1200 GS on long-distance trips in particular.

A modification of the transmission ratios to the more dynamic engine characteristics and a shortening of the secondary transmission from 2.82:1 to 2.91:1 are reflected in the clearly increased propulsion in the upper half of the engine speed range and increased traction at low and medium engine speeds.

Following the redesign of the transmission, the R 1200 GS was also provided with an optimized shift mechanism with improved force-displacement for even more precise gear shifting and transparent feedback.

Chassis modification through the optional enduro ESA – further increasing agility, suitability for touring and offroad use.

Around three years after the totally successful launch of ESA (electronic suspension adjustment) as a special equipment item for the K 1200 S in 2004, this technology is now moving into the enduro segment for the first time with the new R 1200 GS. With its incredibly broad range of uses and the resultant widely varied demands made on it, the R 1200 GS is almost destined to use this unique chassis technology. Designed to meet the special needs of an adventure-tourer, the enduro ESA, which can be provided as special equipment ex factory, allows the chassis to be simply modified to various operating conditions and load situations simply by pressing a button.

The ESA used in the K 1200 S provided both for the electronically controlled suspension modification of the two spring struts of the Telelever at the front and the Paralever at the rear and for the adjustment of the rear spring base; however, the enduro ESA, with the additional electrohydraulic adjustment of the spring base at the front spring strut, takes account of the specific requirements of an adventure-tourer. This gives much better impact resistance in offroad use without any of the associated disadvantages in on-road use, such as reduced negative spring travel or increased seat height. In this way, the successful concept of the R 1200 GS has been improved still further in terms of agility, suitability for touring and offroad quality.

Enduro ESA with onroad and offroad settings – ideally suited to the purpose.

The electronic suspension adjustment Enduro ESA distinguishes between onroad and offroad modes, within which, the rider can make further adjustments to the specific requirements by selecting particular modes for the spring basis and suspension.

Extended pressing of the ESA button changes from one springing mode to other, and pressing the button for a short time makes changes within the suspension modes.

Onroad modes: By pressing a button, shown in the display by corresponding symbols, the rider can choose between three different load states: “rider only”, “rider with luggage”, and “pillion use”, which produces a corresponding lifting of the spring base of the rear spring strut. Each of the three load states can also be combined with three different suspension modes: “Sport”, “Normal” and “Comfort”. In all onroad modes, the spring base adjustment of the spring strut at the Telelever at the front is in the “Minimum” setting.

Offroad modes: For offroad use, the enduro ESA offers two modes for springing, which can each be combined with one of three suspension modes. The spring base mode “Medium reserves”, shown by the “round hill” display symbol, increases the spring base of the suspension strut at the Telelever at the front to 50%, and the rear spring strut is adjusted to the same value.

This setting is suitable for both slow and fast offroad travelling where large shelves, holes and impacts are likely. “Maximum reserves”, shown by the “pointed hills” display symbol, increases the spring base at both the front and rear spring strut to 100 % and is suitable when maximum impact safety is required. In this setting, the ground clearance is also increased by 2 cm in comparison with the onroad setting.

The two modes for the spring base can be combined with the three suspension modes “Soft”, “Norm” or “Hard”. While “Soft” is suitable, for example, for trial sections to be driven slowly, “Norm” is a practical suspension setting for most offroad use. The suspension mode “Hard” is particularly suitable for level surfaces which can be traversed quickly, and also for deep sand.

Ergonomic optimization of handlebars, hand protectors and seat.

Because of the two clamping elements, which can be rotated through 180 degrees and are mounted asymmetrically as in the HP2 sports model, the high-quality double-butted aluminium tubing handlebars can be mounted in two ergonomically different positions. While the rear handlebar position offers the best ergonomic conditions for riding on roads and on moderate offroad surfaces, the front handlebar position is particularly advantageous for riding in a standing position offroad. The newly developed hand protectors, which are available as special accessories for the R 1200 GS and which are already fitted ex factory as standard for the R 1200 GS Adventure, are now fixed directly to the handlebars. The thickness of the seat foam has been increased in the front area.

Fuel display with new sensor system.

A newly developed sensor system with an expanded measurement range and improved resolution is used for the fuel display. This allows a differentiated fuel level display starting from maximum.

Optimized battery charging with higher generator output.

The AC generator output has been increased from 600 to 720 W and the battery charging has been optimized.

Dynamic design with the emphasis on enduro attributes.

In line with its more dynamic performance, the new R 1200 GS also reflects the enduro aspect visually. Following the extensive model revision of the R 1200 GS, new stainless steel deflectors are used in the front fuel tank area, and the upper part of the front fender has also been redesigned to embody the masculine design language that is typical of the enduro. The new appearance of the R 1200 GS is rounded off by the two-colored optional hand protectors and a newly designed fin for optimized transport of cool air. The newly designed LED rear light and white indicators also reflect the R 1200 GS’s dynamic image.

Surfaces and colors.

The new R 1200 GS also shows its increased sportiness through its new colors and the way they are combined. Technical surfaces, as in the silver fin, the magnesium-colored anodised slide tubes or, following the lead of the sporty HP2, the magnesium-colored coated cylinder head covers and wheels, create a dynamic visual interplay with the traditional painted surfaces of the tank and fenders.

In combination with Titanium Silver Metallic, a deliberately technical version of the R 1200 GS through the changing colors of the metals.

Dark Slate Metallic Matt, on the other hand, is in the tradition of the particularly sporty BMW models, and gives the new R 1200 GS a very masculine character.

The sporty offroad character of the new R 1200 GS is underscored
by the two non-metallic paintwork colors: strong Tanzanite Blue and glowing Namibia Orange.

Special equipment and made-to-measure special accessories.

As a traditional system supplier, BMW Motorrad has also developed a wide range of special equipment for the new R 1200 GS and an extensive selection of made-to-measure special accessories. There is thus plenty of opportunity for personalization. Special equipment is supplied directly ex factory, and forms an integral part of the manufacturing process in the Berlin plant. Special accessories are fitted by BMW motorcycle dealers.

General information

Model: BMW R 1200 GS
Year: 2008
Category: Enduro / offroad
Rating: 76.5 out of 100.

Engine and transmission
Displacement: 1170.00 ccm (71.39 cubic inches)
Engine type: Two cylinder boxer
Stroke: 2
Power: 103.25 HP (75.4 kW)) @ 7500 RPM
Torque: 115.00 Nm (11.7 kgf-m or 84.8 ft.lbs) @ 5750 RPM
Compression: 12.0:1
Bore x stroke: 101.0 x 73.0 mm (4.0 x 2.9 inches)
Fuel system: Injection. Electronic intake pipe injection/BMS-K digital engine management with overrun fuel cut-off, twin spark ignition
Valves per cylinder: 4
Fuel control: SOHC
Starter: Electric
Cooling system: Oil & air
Gearbox: 6-speed

Transmission type
final drive: Shaft drive (cardan)
Clutch: Single dry plate clutch, hydraulically operated

Physical measures
Dry weight: 203.0 kg (447.5 pounds)
Weight incl. oil, gas, etc: 229.0 kg (504.9 pounds)
Overall length: 2,210 mm (87.0 inches)
Overall width: 23,749 mm (935.0 inches)
Wheelbase: 1,507 mm (59.3 inches)

Chassis and dimensions
Frame type: Two-section frame consisting of front and rear sections, load- bearing engine-gearbox unit
Rake (fork angle): 25.7°
Trail: 101 mm (4.0 inches)
Front suspension: BMW Motorrad Telelever
Front suspension travel: 190 mm (7.5 inches)
Rear suspension: Cast aluminium single-sided swing arm with BMW Motorrad Paralever
Rear suspension travel: 200 mm (7.9 inches)
Front tyre dimensions: 110/80-19
Rear tyre dimensions: 150/70-17
Front brakes: Double disc. Optional ABS, can be switched off
Front brakes diameter: 305 mm (12.0 inches)
Rear brakes: Single disc. Optional ABS, can be switched off
Rear brakes diameter: 265 mm (10.4 inches)

Speed and acceleration
Power/weight ratio: 0.5086 HP/kg

Other specifications
Fuel capacity: 20.00 litres (5.28 gallons)
Fuel consumption pr. 10 km (6.2 miles): 4.30 litres (1.14 gallons)

BMW R 1200 GS Adventure wallpapers

Motorcycle Wallpapers

BMW Motorcycle, general information, review and specifications

Bmw R 1200 GS Adventure (2008)

Click Thumbnail to download (size 1600 x 1200 pixels)
Motorcycle Wallpapers, choose by BRANDS>
BMW Models >

Bmw R 1200 GS Adventure (2008) Review and Specifications.

(By Pete Brissette, Apr. 30, 2008).

Getting your older brother's or sister's hand-me-downs is never as fun as getting your own stuff – like a spankin' new pair of canvas Chuck Taylors! But if you look up to your siblings you feel honored to finally get what they had because they're so cool in your eyes.

BMW motorcycles have a similar pass-along pattern when some new electronic wizardry is introduced on a particular model, but it's more like trickle-down than hand-me-down. In the case of the 2008 R1200GS and GS Adventure, finally getting what all your mates had is good; getting an even better version is great. Along with a myriad of refinements – some minor, some substantial – the bike(s) that many consider to be top dog in adventure-touring now have, for the first time, an enhanced version of BMW's ESA (Electronic Suspension Adjustment) as available equipment. It's called Enduro ESA, and it's ready for the ruggedness of the world. Also, this would be our first opportunity to sample BMW's ASC (Automatic Stability Control) on an R1200GS.

In case you're not familiar with the GS and GS Adventure, think of them as the Humvee of the motorcycle world. They've developed a reputation of being the bike to have for taking the "long way 'round" on two-wheeled trips that span continents, if not the entire globe. Both bikes have the same basic platform of an air-oil-cooled 1,170cc OHV four-valve Boxer Twin as a stressed member in a tubular-steel trellis frame riding on a 19-inch front and 17-inch rear wheel. Suspension is the German bike maker's unique Telelever up front and Paralever out back.

Key to differentiating between the two models is the Adventure's cavernous 8.7-gallon fuel tank –a full 3.4 gallons more than the GS – 0.8 inch more suspension travel, 1.7-inch taller adjustable seat height (35.2"-low; 36"-high), spoked wheels, hand guards (two-tone color for '08), larger windscreen, off-road style wide-platform footpegs and crash guards for the fuel tank and cylinder heads. Clearly, then, the Adventure is ready for what its name implies. Maybe that's why Ewan McGregor and Charley Boorman opted for a pair of them on their transcontinental Long Way Down jaunt.

Though the GSA is more ready than the GS for the long-haul over the rough stuff, both bikes received a revised mill good for a 5-percent boost in power with a claimed 105 hp at 7,500 rpm, an unchanged 85 ft-lbs at 5,750 rpm (up 250 rpm), and a new 8,000-rpm redline, up from 7750 rpm. Despite BMW staff referring to it as an "all-new" engine, they weren't talking specifics, either in person or in press materials, but at least were willing to generalize, saying that pistons, cams, airbox, exhaust and engine management, to name a few items, were new or updated.

What they were touting, however, was a stiffer 6-speed gearbox borrowed from the HP2 Sport. The GS has slightly shorter transmission ratios to capitalize on increased engine output as well as a slightly shortened secondary gear ratio. The Adventure also received shorter gear ratios and has as an "enduro" gearing option; first gear is 10-percent shorter to better enable slow-speed crawling, allowing you to modulate the throttle without having to constantly feather the clutch to pick your way around and through technical terrain. Additional tranny improvements include enlarged bearing diameters and changed shaft distance. The standard GS also has a new shift shaft for smoother, more precise action.

The look of the bikes changed a wee bit as well. I'd call them refinements rather than big changes. The fender was tarted up a bit, the material on the leading edge, or guard, of the GS' fuel tank is now aluminum, and the cylinder heads and Paralever tubes have a magnesium color (black on the GSA) for greater contrast with the colors of painted surfaces. Grrr! It's supposed to look tougher. Other changes include a new aluminum conical handlebar with new adjustable clamps; the more forward of the two positions aids aggressive stand-up off-road riding. More foam has been added to the front portion of the GS' saddle, and it now enjoys the same 720-watt alternator as on the GSA. Finally, both bikes have LED tail lamps and indicators. That's the gist of the technical updates to the GS and GSA for '08. Now for the goodies.

BMW motorcycles are known for durability, reliability and, in the past several years, for a multitude of electronic gadgetry. From heated seats and grips to electronic tire pressure monitoring, Beemers can be loaded with optional tech-ie treats. These two inspirational motorcycles now enjoy the same trick ESA as an available option for many street-only models, but it's even more robust in this version. Called Enduro ESA, the push-button suspension has settings for pavement, and are displayed in the same manner as the street-oriented ESA. Load options are solo rider, rider with luggage, and passenger with three damper modes (Sport, Normal, and Comfort). Note that in all its street settings the front spring preload is always at the minimum. And like on the street bikes, there are little helmets and suitcases on the LCD portion of the dash to indicate your selections. Where the Enduro ESA takes one step further is with settings specifically for rugged terrain.

The Enduro portion of ESA has what are called Medium Reserves and Maximum Reserves - a small "mountain range" symbol in the LCD indicates the former, a larger symbol for the later. After choosing between Reserves, your next job is to select from Soft, Norm and Hard. In the Medium setting, front and rear preload will be increased to 50% of its adjustment. In the Maximum setting front and rear preload is 100%. Ground clearance in Maximum mode is approximately 20mm higher than in the solo rider on-road mode. When it's all said and done, a total of 15 suspension settings are possible with Enduro ESA.

I found my best experience with the Enduro ESA in the Medium Reserves setting with either a Norm or Hard selection depending on how gnarly the terrain. Conversely, the same selections in Maximum reserves often resulted in damping too harsh for my tastes and limited dirt experience.

Should you choose optional ABS when purchasing a GS, and we imagine most everyone would, you can also add BMW's ASC (Automatic Stability Control). ASC is what you're guessing it probably is. You can read in more detail about the system in our Three Naked Euros comparison, but in essence the ECU monitors wheel speed sensors and cuts power if the rear wheel starts spinning faster than the front. Take note that ASC is only available with ABS, and both can be disabled with something slightly more complicated than a single push of a button with the bike stopped and in neutral. The disable process isn't frustratingly complex, but you'll want to make a few practice runs to ensure you're proficient before you set off to unpaved territories. You dirt veterans already knew that a rider needs to spin and slide in the gravel, sand and loose stuff, didn't you? No ASC or ABS here if you know what's good for you.

With ASC enabled only during on-pavement sessions, and nothing but dry roads around, it was difficult to judge the ASC. The only times I felt it intervene were during hard acceleration and wheelie attempts. Getting on the gas and fanning the clutch would only result in the bike lurching

forward with a stumble and sputter from the electronics cutting in and spoiling the wheelie. It was quite evident that the bike's brain wasn't having any of it. With the ASC switched off, playing adventure-riding hooligan had the front skyward in no time.

What they're made for

The deserts of Arizona can be both stunningly beautiful and treacherously rugged. Maybe that's why BMW NA regularly chooses such an environment for letting the media sample from the company's rapidly expanding Enduro line.

Fountain Hills, AZ, is a pleasant community situated approximately 30 minutes northeast of the Phoenix and Scottsdale areas. Snugged up against a hillside, the Inn at Eagle Mountain, with its tranquil, picturesque desert scenery encompassing the grounds, served as both starting and finishing points for two days of riding. Towering saguaro cactus - the kind that typify what most people think of when they imagine the Old West - sit right next to some of the Inn's suites. A variety of smaller cactus, as well as various desert plants that were blooming in all their springtime glory, dot the rest of the facility. Mix in the dry reddish rock that makes up much of the soil in this part of the country, and there's no question you're in the desert.

Ride routes consisted of a sufficient mix of both pavement and harsh dirt roads that most certainly require a skillful operator at the helm of a four-wheel-drive vehicle, if any vehicle other than capable motorcycles or ATVs were to use the road. With plenty of dry washes and shallow streams, rocky uphill sections flanked on either side by sandy troughs and just enough hard-pack sections to occasionally relax tired muscles, the first day's GS Adventure route was challenging. We worked our way up SR-87 with 4 Peaks in the Tonto Basin as a pivot point. Connecting to SR-188 and passing by Theodore Roosevelt Lake we got a short, but much-needed pavement respite before picking up SR-88 that eventually brought us by the sweeping vistas of Pinyon Mountain, Horse Mesa Dam and eventually to and through serene Canyon Lake. Apache Junction and Stewart Mountain were the last notable areas before returning to the now-more-pleasant-than-ever Inn for a sorely-needed, icy-cold adult beverage.

Through all the trials and tribulations whilst tackling this sometimes-unforgiving route, with its jagged rocks and painful prickly pear cactus taunting me from the road's edge, one basic thought underpinned everything else I contemplated: The height and weight of this mechanical animal could prove to be, at times, its most valuable asset or the ultimate demise of an otherwise successful journey. So long as I could keep it moving, no matter how slowly – thanks to the new lower first gear and smooth fueling that allowed access to the plentiful torque – I could surmount any obstacle or situation that I chose (stress chose here).

The unhelpful heft up high of the extra fuel carried by the Adventure's larger tank, and the poor balance that it can create given a precarious enough situation, only fed into the threatening image the ominous petrol holder presents when looking down on it from above as you struggle feverishly to keep the bike top-side up. Combine the 60-pound claimed wet-weight penalty (564 vs. 504 lbs.) with the extra ride height from the additional suspension travel and taller saddle, and the GSA's size demands the respect that a skillful, seasoned dirt rider – or anyone over 6-feet tall – can give it. As I said, however, these very same traits can serve the rider well. A deft throttle hand and judiciously applied brake can take the big bike through, around or over virtually any terrain. But we know this already because the GSs are iconic to charting regions untouched, both in reality and in the soul.

Time spent on the pavement-loving GS on day two had me admiring its qualities as well as missing the amenities of the Adventure. The Adventure's taller and wider screen offers more protection from wind (and rocks!) without much turbulence, and its wide off-road-style pegs were sorely missed during long stand-up sessions. But I gladly embraced the lower ride and seat height of the standard GS.

Though sounding clunky upon shifting, the revised tranny was trouble-free and smooth. Clutch action at the lever in the first quarter pull or so of engagement is firm, with a light effort past that point.

In terms of handling, the standard GS is fully competent in accepting the task of packed gravel or properly maintained fire roads. Yet there is a stark contrast in the way the two bikes reward the challenge of twisty tarmac. The Adventure's knobby Metzeler Karoo tires (Coo coo ca choo, I am the GS!) are the business in the rough and tumble but make it an unwilling participant in tight canyon carving. A very direct and constant pressure is needed on the inside bar to keep the thing turning in a smooth arc. By all accounts the off-road tires and extra weight of the bike seemed to be the likely culprits. Contrast that with the lighter GS and its street-oriented tires, and they feel like two very different bikes. Steering on the standard GS is light and the front feels secure; much more familiar feelings for the pavement.

As for the purported 5% poke in power, I wish my seat-o-the-pants dyno could pick up on the increase, but it couldn't. Did I note a slightly revv-ier engine? Yes.

I over heard a grumpy comment or two from a couple of the curmudgeons hopelessly devoted to dirt riding as they lamented the weight and overall size of both bikes as major drawbacks to off-road performance. They further murmured that the KTM Adventure is a better handler. What I didn't respond with – and thereby avoided getting into a peeing contest – was that we have to remember that the GSs aren't off-road motorcycles but are motorcycles that can go off-road. Once you're willing to reconcile any pure dirt experience you have – and the presumptions made from it – with that paradigm shift, then you can accept that these machines are capable of far more than what most are willing to admit, let alone attempt.

General information

Model: BMW R 1200 GS Adventure
Year: 2008
Category: Enduro / offroad
Rating: 71.7 out of 100.

Engine and transmission
Displacement: 1170.00 ccm (71.39 cubic inches)
Engine type: Two cylinder boxer
Stroke: 4
Power: 103.25 HP (75.4 kW)) @ 7500 RPM
Torque: 115.00 Nm (11.7 kgf-m or 84.8 ft.lbs) @ 5750 RPM
Bore x stroke: 101.0 x 73.0 mm (4.0 x 2.9 inches)
Fuel system: Injection. Electronic intake pipe injection/BMS-K digital engine management with overrun fuel cut-off, twin spark ignition
Valves per cylinder: 4
Fuel control: SOHC
Starter: Electric
Cooling system: Oil & air
Gearbox: 6-speed

Transmission type
final drive: Shaft drive (cardan)
Clutch: Single dry plate clutch, hydraulically operated

Physical measures
Dry weight: 223.0 kg (491.6 pounds)
Seat height: 910 mm (35.8 inches) If adjustable, lowest setting.
Overall length: 2,240 mm (88.2 inches)
Wheelbase: 1,510 mm (59.4 inches)

Chassis and dimensions
Frame type: Two-section frame consisting of front and rear sections, load- bearing engine-gearbox unit
Rake (fork angle): 24.8°
Trail: 89 mm (3.5 inches)
Front suspension: BMW Motorrad Telelever
Front suspension travel: 210 mm (8.3 inches)
Rear suspension: Cast aluminium single-sided swing arm with BMW Motorrad Paralever
Rear suspension travel: 220 mm (8.7 inches)
Front tyre dimensions: 110/80-19
Rear tyre dimensions: 150/70-17
Front brakes: Double disc. Optional ABS, can be switched off
Front brakes diameter: 305 mm (12.0 inches)
Rear brakes: Single disc. Optional ABS, can be switched off
Rear brakes diameter: 265 mm (10.4 inches)

Speed and acceleration
Power/weight ratio: 0.4630 HP/kg

Other specifications
Fuel capacity: 33.00 litres (8.72 gallons)
Reserve fuel capacity: 4.00 litres (1.06 gallons)
Fuel consumption pr. 10 km (6.2 miles): 4.60 litres (1.22 gallons)

BMW F 800 R motorcycle wallpapers

Motorcycle Wallpapers

BMW Motorcycle, general information, review and specifications

Bmw F 800 R (2008)

Click Thumbnail to download (size 1600 x 1200 pixels)
Motorcycle Wallpapers, choose by BRANDS>
BMW Models >

Bmw F 800 R (2008) Review and Specifications.

BMW placed the F800R as an entry-level, sporty, naked urban machine to slot in amongst myriad of 600cc middleweight bikes eg 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.

Engine
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.

Ride and Handling
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.

Equipment
To keep the cost down (at £5925 it is relatively cheap for a fun-time BMW) the 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. Compare and buy products for the BMW F800R in the MCN Shop.

General information

Model: BMW F 800 R
Year: 2009
Category: Sport
Rating: 50.8 out of 100.

Engine and transmission
Displacement: 798.00 ccm (48.69 cubic inches)
Engine type: Twin
Stroke: 4
Power: 87.00 HP (63.5 kW)) @ 8000 RPM
Torque: 86.00 Nm (8.8 kgf-m or 63.4 ft.lbs) @ 6000 RPM
Compression: 12.0:1
Bore x stroke: 82.0 x 75.6 mm (3.2 x 3.0 inches)
Fuel system: Injection. Electronic intake pipe injection / digital engine management (BMS-K)
Valves per cylinder: 4
Fuel control: DOHC
Starter: Electric
Lubrication system: Dry sump
Cooling system: Liquid
Gearbox: 6-speed

Transmission type
final drive: Belt
Clutch: Multiple-disc clutch in oil bath, mechanically operated
Physical measures
Dry weight: 177.0 kg (390.2 pounds)
Weight incl. oil, gas, etc: 199.0 kg (438.7 pounds)
Seat height: 775 mm (30.5 inches) If adjustable, lowest setting.
Alternate seat height: 825 mm (32.5 inches) If adjustable, highest setting.
Overall height: 1,160 mm (45.7 inches)
Overall length: 2,145 mm (84.4 inches)
Overall width: 905 mm (35.6 inches)
Wheelbase: 1,466 mm (57.7 inches)

Chassis and dimensions
Frame type: Bridge-type aluminium frame, load-bearing engine
Rake (fork angle): 25.8°
Trail: 95 mm (3.7 inches)
Front suspension: Telescopic fork, Ø 43 mm
Front suspension travel: 125 mm (4.9 inches)
Rear suspension: Cast aluminium single-sided swing arm with eccentric adjustment for rear axle, central spring strut, spring pre-load hydraulically adjustable (continuously variable) at handwheel, rebound damping adjustable
Rear suspension travel: 125 mm (4.9 inches)
Front tyre dimensions: 120/70-ZR17
Rear tyre dimensions: 180/55-ZR17
Front brakes: Double disc. Optional ABS
Front brakes diameter: 320 mm (12.6 inches)
Rear brakes: Single disc. Optional ABS
Rear brakes diameter: 265 mm (10.4 inches)
Exhaust system: Closed-loop 3-way catalytic converter, emission standard EU-3

Speed and acceleration
Top speed: 200.0 km/h (124.3 mph)
Power/weight ratio: 0.4915 HP/kg

Other specifications
Fuel capacity: 16.00 litres (4.23 gallons)
Reserve fuel capacity: 2.00 litres (0.53 gallons)
Fuel consumption pr. 10 km (6.2 miles): 3.40 litres (0.90 gallons)
Color options: White aluminium metallic matt, Orange, white/black

BMW HP2 Megamoto motorcycle wallpapers

Motorcycle Wallpapers

BMW Motorcycle, general information, review and specifications

Bmw HP2 Megamoto (2008)

Click Thumbnail to download (size 1600 x 1200 pixels)
Motorcycle Wallpapers, choose by BRANDS>
BMW Models >

Bmw HP2 Megamoto (2008) Review and Specifications.

..........

General information

Model: BMW HP2 Megamoto
Year: 2008
Category: Super motard
Rating: 69.1 out of 100.

Engine and transmission
Displacement: 1170.00 ccm (71.39 cubic inches)
Engine type: Two cylinder boxer
Stroke: 2
Compression: 12.0:1
Bore x stroke: 101.0 x 73.0 mm (4.0 x 2.9 inches)
Fuel system: Injection. Electronic intake pipe injection/BMS-K digital engine management with overrun fuel cut-off, twin-spark ignition
Valves per cylinder: 4
Fuel control: SOHC
Starter: Electric
Cooling system: Oil & air
Gearbox: 6-speed

Transmission type
final drive: Shaft drive (cardan)
Clutch: Single dry plate clutch, hydraulically operated

Physical measures
Dry weight: 178.0 kg (392.4 pounds)
Weight incl. oil, gas, etc: 198.0 kg (436.5 pounds)
Seat height: 890 mm (35.0 inches) If adjustable, lowest setting.
Overall length: 2,350 mm (92.5 inches)
Wheelbase: 1,625 mm (64.0 inches)

Chassis and dimensions
Frame type: Tubular steel space frame
Rake (fork angle): 32.5°
Trail: 157 mm (6.2 inches)
Front suspension: WAD upside-down front fork, Ø 45 mm, compression damping continuously adjustable in two ranges, rebound damping adjustable
Front suspension travel: 270 mm (10.6 inches)
Rear suspension: Forged aluminium single-sided swinging arm with BMW Motorrad Paralever
Rear suspension travel: 250 mm (9.8 inches)
Front tyre dimensions: 120/70-ZR17
Rear tyre dimensions: 180/55-ZR17
Front brakes: Double disc
Front brakes diameter: 320 mm (12.6 inches)
Rear brakes: Single disc
Rear brakes diameter: 265 mm (10.4 inches)

Other specifications
Fuel capacity: 13.00 litres (3.43 gallons)
Reserve fuel capacity: 2.00 litres (0.53 gallons)
Fuel consumption pr. 10 km (6.2 miles): 4.10 litres (1.08 gallons)

BMW HP2 Sport motorcycle wallpapers

Motorcycle Wallpapers

BMW Motorcycle, general information, review and specifications

Bmw HP2 Sport (2008)

Click Thumbnail to download (size 1600 x 1200 pixels)
Motorcycle Wallpapers, choose by BRANDS>
BMW Models >

Bmw HP2 Sport (2008) Review and Specifications.

BMW vehicles have always had an air of exclusivity to them. The ownership of a BMW sort of implies that you've chosen to take a slightly different path. Possessing one says to the world that you're willing to pay the piper more than what most are willing to sacrifice in order to have what many only dream of owning.

Indeed, BMW's reputation for making excellent vehicles has raised the marque to that of status symbol. Even here in the Land of Pomposity (L.A.) where BMWs are as common as face lifts, there's still an allurement to them.

In the automotive world, BMW’s M series cars build upon the chic-ness of the German brand. Cars carrying this designation in the model name are unique amongst rank and file BMWs. They may look like their siblings, but beneath the shared exterior beats the heart of a race-inspired mill, with performance-oriented suspension and handling components to complement the extra horsepower.

An M car to the casual observer looks like all the rest, but to the sharp eye of the motoring enthusiast seeing an M car tells them that the driver/owner cares less for image and more for the performance potential of the machine. Yep, those who know these vehicles know what they want, and they're willing to pay the high price for the privilege.

The two-wheeled branch of BMW hadn't had such a VIP status available for riders until recently. In mid-2006 the company announced the HP2 Enduro. Utilizing a hot-rodded version of the 1,170cc Boxer mill, the Enduro became a high-flying 105-horsepower dirt eater.

Next up was the HP2 Megamoto. With 17-inch wheels, sticky tires and long-travel suspenders, the Megamoto is the hooligan that BMW originally hoped they could create by having Enduro owners simply swap out spoke wheels and knobbies for 17-inch hoops with street tires. The Megamoto has trouble-maker written all over it, just like a true supermoto, save for the fact that it weighs in excess of 400 lbs.

Now comes the HP2 Sport.

The latest member of the high-performance Boxer family is a race bike at heart. This exquisite machine draws its lineage from the endurance-racing-proven R1200S that won its class at the 24 Hours of Le Mans this year.

The key difference in the Sport's engine - and it's an historic difference! - is the use of double overhead cams that employ drag levers, each opening a 39mm intake and 33mm exhaust valve (36mm and 31mm respectively on the R1200S). An OHC hasn't been used in a Boxer head in, like, forever, dude!

The four valves per cylinder are arranged radially for "optimal flow," as well as creating a more compact combustion chamber which eliminates the second spark plug as used on the R1200S. Intake and exhaust ports were machined for better flow, forged pistons are used to cope with the increased torque, as are "adapted" ("beefed-up" in Motorcycle.com speak) connecting rods. Compression is a respectable 12.5:1. Double oil coolers are arranged in series in the nose of the carbon/Kevlar composite front clip that's been wind-tunneled designed to help aid air flow over said coolers.

BMW claims the HP2 Sport produces 130 hp at 8750 rpm and 84.8 ft-lbs of torque at 6000 rpm, with a max rev of 9500 rpm. The more workaday R1200S churns out a claimed 122 bhp at 8250 rpm and 83 ft-lbs at 6300 rpm.

To cap it off, the entirety of the head covers are carbon-fiber/Kevlar, with each having its own little slider puck that comes in quite handy; extreme angles aren't necessary to touch the heads. A number of riders at the press launch had BMW techs raise ride height in order to pick up some ground clearance.

BMW may not care much for my comparison here, but the close-ratio six-speed tranny is of Japanese quality in its slickness and is rather transparent in operation, just like a good gearbox should be. Wailing down a racetrack is not the time or place to be thinking about a clunky gear set.

My slovenly shifting habits had me down one gear too many a couple of times; it was at those moments that the rear squawked and squirmed ever so slightly, leading me to safely assume that the HP2 Sport uses a non-slipper clutch. Something of an odd choice considering the bike's race origins and today's sportbike trends. In any event, clutch pull was very light.

Another item on the HP2 Sport to identify its racing bias is what BMW calls the "the gearshift assistant." This bit of wordsmith trickery translates into what is a type of ignition interrupt that allows the rider keep the throttle pinned whilst snicking up through the transmission. BMW says it enables "fast gear changes without having to ease off the gas and operate the clutch." This technology worked very well, but force of habit during shifting of backing off the throttle - for, well, all of my riding life - took a great deal of unlearning before I was able to play racer boy and use the gearshift sans clutch or blipped throttle.

A reverse shift pattern for racing is possible with the turn and twist of just a couple of bolts. And for just such an application, BMW offers (at an additional charge, of course) a replacement pressure sensor to adapt the quick-shifter to a GP-style race pattern.

More ponies and twisting force are complemented with an all-new stainless-steel exhaust system that passes under the oil sump and continues up to the tail section to meet with the silencer. This new routing, says BMW, "guarantees optimum angle of tilt when riding." An exhaust valve that's operated by an electronically controlled servomotor via cable sits at a point where the silencer and header pipe meet to purportedly produces a fuller torque curve.

The very simple chassis is graced with fully-adjustable Öhlins shocks on the rear Paralever and front Telelever . What isn't quite as obvious at first glance is just how minimal the frame is. It's really nothing more than the tubular steel midframe from the R1200S. Lacking a traditional subframe, the Sport utilizes a self-supporting carbon rear structure as a perch for the rider.

Braking is the job of radially mounted four-piston monoblock Brembo calipers and Magura brake levers with radial-pump master cylinders and stainless-steel lines. As an option, BMW ABS can be had, the version for this bike coming with a switch to disable it for track time, or any other time for that matter. On the first couple of outings the brakes offered enough feel but seemed a skosh down on power. "That can't be right," I said to myself, "these are sweet-ass Brembos!" Sure enough they are, and a quick twist of the adjuster on the lever resulted in all the power and feel my humble skill-set would ever need. The brakes are exceptional, of course, as they squeeze the 320mm rotors, and are a great example of how well a motorcycle can be slowed or stopped when premium components are used, aided by the anti-dive properties of the Telelever fork.

The German bike maker touts a claimed dry weight of 392 lbs and a svelte 438 lbs fueled up. That's pretty impressive when you consider that a Japanese inline-Four 1000cc sportbike hovers around 450 lbs wet. The Ducati 1098 scales in at around 430 lbs full of fuel.

How could they come by such wispy figures? No doubt the acres of carbon/Kevlar that make up the bodywork. And the forged (instead of cast) aluminum wheels. In addition, the HP2 Sport boasts adjustable rear-sets, adjustable handlebars and upper fork brace all made from milled aluminum, which contribute to the feathery numbers.

Finally, the robust instrument panel, or "sports info centre" as BMW refers to it, was developed with help from a company that makes data-acquisition systems for GP teams. The LCD panel is unusually large for what one would expect from a bike dash, but it provides an incredible amount of information. It operates in one of two modes: Road or Race. In addition to the usual suspects found in any streetbike display, a series of green, yellow and red LEDs blink across the top of the panel in a pattern to alert the rider of the proper engine warm-up time.

In the Race display you'll get – at a minimum – a lap timer, max revs, top speed, number of gearshifts, yada, yada, yada. It can all be downloaded to a laptop computer too. Also, the tiny Christmas tree of LEDs can serve as a programmable shift light. Access to the display is via the left switchgear like on most BMW on-board computer displays.

O Ascari, Ascari wherefore art thou, Ascari?

So, where to ride such a premium motorbike? Perhaps at the totally awesome Ascari Race Resort in Southern Spain? Yes, that will do nicely.

In fact, this location was chosen by design by BMW Motorrad. "An exclusive track for an exclusive motorcycle" was the philosophy. Ascari, to be overly simple, is a private race track with accompanying facilities that was built by the Ascari Car company. Starting in 2000, Ascari began construction of the resort as a celebration of sorts to coincide with completion of a new production facility in Banbury, England where the company's new KZ1 car would hail.

Only minutes from Ronda, Spain, Ascari's 3.37-mile course slithers through a lush, pastoral valley as its 26 turns (13 left, 13 right!) carry you around banked turns, elevation changes and a couple of very deceptive low-gear corners. The track's surface is near to flawless and its rhythm fluid, that is until you encounter those two or three sneaky "stop and turn" sections. Although I've not ridden every track in the world, I'll risk my limited reputation and say that Ascari is unparalleled anywhere, taken as a whole experience.

Upon seeing photos of the resort from my trip, Motorcycle.com's photog and video man, Alfonse "Fonzie" Palaima said it looked like a race facility was plopped in Northern Cal's beautiful Napa Valley. Well said.

After a couple of led sessions around this dreamy road course we were let out to experience the track, and more importantly, the HP2 Sport, for ourselves.

Saddling up to the racy Boxer is similar to mounting many supersport or superbikes of today. The racing focus dictates that the seat be high (32.6 inches) for a forward cant or tuck. Once underway, though, the ergos are very neutral for a sporting machine and light years ahead of, say, a Ducati 1098. The seat-to-bar relation makes it easy for getting into a tuck, but does so in a manner that let me scooch back to lay across the tank and still be able to see through the windscreen and all of my helmet lens. Too often, attempting a full tuck on many other sportbikes compromises my view.

The ergonomics so impressed me that they bear a little more discussion. Not only is the reach to the clip-ons reasonable, the seat-to-peg distance seemed exceptionally roomy. My usual experience on performance bikes is a hot spot on the bottom of my foot and a numb throttle hand after half a day's worth of circling a course. At the end of our time at Ascari, it occurred to me that not once did I have to pull in before the end of a session to let the blood flow back into my tootsies or hands.

Additionally, the bike is narrow-waisted, no doubt aiding ride comfort and ease in transitioning across the saddle. Finally, I've found a sportbike that creates harmony between rider and bike without sacrificing either performance potential or comfort.

Next on the list is the superlative exhaust note that comes on this street-legal stallion. It'll make a racer out of anyone riding it, as the cleanly shaped can screams performance at speed, burbles like a tuned race machine at idle, and – this is the most fun part! – pops on the overrun like a formula car. Nothing short of thrilling sounds.

Throttle response was instantaneous and glitch-free while on the fly, allowing quick access to the grunty bottom-end power. But from closed to open throttle it felt remarkably abrupt. It had that on/off feel that plagues any number of fuel-injected bikes. Getting over that hump is easily forgotten once you start enjoying the very linear power inherent in the Boxer motor. The engine revs quickly, and a perceptible poke of power came on around 6000 rpm, though it's a bit difficult to say exactly the spot of boost as the LCD display was hard to read at times. Murky instrument display aside, the bike is plenty fast and fun to keep the throttle wrapped out. Driveline lash from the Paralever shaft drive was imperceptible during my time in the saddle.

The HP2 Sport may get out-gunned in an all-out speed war, but from my perspective it's difficult to find a better chassis. Stability at all times is a hallmark of the bike. A quick check of the specs reveals that the Sport shares nearly identical rake and trail figures (24.0 degrees and 3.4 inches) with Yamaha's R6 (24 degrees and 3.8") as an example. Those dimensions combined with the minimized rotating mass of the forged wheels and overall light weight of the bike make initial turn-in quick and light despite an unfashionably long 58.5" wheelbase.

Mid-corner line changes, trail braking and my own movement on the bike couldn't do anything to upset the bike's trajectory. What this boiled down to in the end was a bike that was easy to ride almost from the get go. All the more to its credit was that it allowed me to get comfortable quickly on a serpentine track that I'd never ridden.

Good news, bad news

If we've whet your appetite for this special motorcycle, you'll be even happier to know that it will be coming to the U.S.

As for when, how many or how much it'll cause you to deviate from your debt reduction plan, even BMW themselves can't say for certain at this juncture. Taking a guess, it's likely that more than 100 but probably well below 500 units will be bound for U.S. shores. Pricing? That's an even wilder guess. Again, we'll take a stab and say at least $22K, but it's entirely possible to see a figure over $25,000.

Something BMW is saying for certain is that they plan to campaign the bike in Formula Xtreme race trim next March at the Daytona 200. This high-performance Twin should do well considering its development in the 2007 World Endurance series and the near-win by an R1200S in this year’s Moto-ST endurance race at Daytona.

A few months ago I convinced my wife that she and I should join a health club. Judging by my expanding pear figure, it's obvious attending that club isn't a priority, though I said it would be. So, how do I explain to my wife I want to join a new club, an exclusive club...(By Pete Brissette)

General information

Model: BMW HP2 Sport
Year: 2008
Category: Sport
Rating: 68.3 out of 100.

Engine and transmission
Displacement: 1170.00 ccm (71.39 cubic inches)
Engine type: Two cylinder boxer
Stroke: 2
Power: 131.42 HP (95.9 kW)) @ 8750 RPM
Torque: 115.00 Nm (11.7 kgf-m or 84.8 ft.lbs) @ 6000 RPM
Compression: 12.5:1
Bore x stroke: 101.0 x 73.0 mm (4.0 x 2.9 inches)
Fuel system: Injection. Electronic intake pipe injection / BMS-K digital engine management with overrun fuel cut-off, single-spark ignition
Valves per cylinder: 4
Starter: Electric
Cooling system: Oil & air
Gearbox: 6-speed

Transmission type
final drive: Shaft drive (cardan)
Clutch: Single dry plate clutch, hydraulically operated

Physical measures
Dry weight: 178.0 kg (392.4 pounds)
Weight incl. oil, gas, etc: 199.0 kg (438.7 pounds)
Seat height: 830 mm (32.7 inches) If adjustable, lowest setting.
Overall length: 2,135 mm (84.1 inches)
Overall width: 750 mm (29.5 inches)
Wheelbase: 1,485 mm (58.5 inches)

Chassis and dimensions
Frame type: Tubular steel space frame, front and rear made of self-supporting carbon
Rake (fork angle): 24.0°
Trail: 86 mm (3.4 inches)
Front suspension: Telelever, spring pre-load continuously variable, compression damping, rebound damping and vehicle height adjustable
Front suspension travel: 105 mm (4.1 inches)
Rear suspension: EVO Paralever, Öhlins central spring strut, spring pre-load continuously adjustable, rebound and compression damping adjustable, vehicle height adjustable
Rear suspension travel: 120 mm (4.7 inches)
Front tyre dimensions: 120/70-17
Rear tyre dimensions: 190/55-17
Front brakes: Double disc
Front brakes diameter: 320 mm (12.6 inches)
Rear brakes: Single disc
Rear brakes diameter: 265 mm (10.4 inches)

Speed and acceleration
Power/weight ratio: 0.7383 HP/kg

Other specifications
Fuel capacity: 16.00 litres (4.23 gallons)
Reserve fuel capacity: 2.00 litres (0.53 gallons)

BMW G 650 Xmoto motorcycle wallpapers

Motorcycle Wallpapers

BMW Motorcycle, general information, review and specifications

Bmw G 650 Xmoto (2007)

Click Thumbnail to download (size 1600 x 1200 pixels)
Motorcycle Wallpapers, choose by BRANDS>
BMW Models >

Bmw G 650 Xmoto (2007) Review and Specifications.

G650 Xmoto.
Last on the ride list for the week was the Xmoto. I typically try not to comment on a motorcycle's appearance, leaving such subjective commentary for the reader. But I have to say that the Xmoto is an attractive bike. Even from a distance you can tell what this bike is about. Seventeen-inch cast wheels shod with modern rubber solidify the look of a supermoto machine. It stays on the attack with adjustable front suspension, a tall 35.4 inch saddle, lower mounted handlebars and a traditionally narrow -- albeit plank-like in comfort -- saddle. The other componentry standout will allow the rider to stand the front on end. Four-pot Brembos grab the largest rotor found on the three. Simply put: it stops, like, now!

This day would result in the most surface street and freeway droning yet. Adding to that sorrow was the exceptionally firm and narrow seat. Nevertheless, we meandered our way to the top of Mount Lemon in the Greater Tucson area and were treated to a spectacular view. The ride down gave me opportunity to sample the Xmoto's very stable handling. And despite sharing an unfashionably long 59-inch wheelbase with the Xcountry -- the Xchallenge is 59.1 -- the Xmoto is crafted with 3.9 inches of trail, giving it quick steering.

The road was as worthy as any that are found in Southern California and it was almost the perfect place to play on this bike. Our ultimate destination though was a go-kart track where, under watchful eye, we were to test the Xmoto's motarding proclivities. Unfortunately, the beginning of Monsoon season wouldn't allow it so my seat time was limited to mostly freeway and crowded streets. Hopefully in the very near future we'll get a second chance to put the Xmoto to work.

BMW makes nothing but quality products, but I hope they haven't priced themselves out of the supermoto market by almost a grand. At a tick over $9,500 they may have a tough time swaying fans of brands more easily identified and entrenched in this segment Then again having more supermotos around is having more of a good thing.

There we have it; three new motorcycles from a very similar, reliable and modular platform. BMW Xpects that new riders and Xperienced riders alike will find their three amigos as Xciting as anything available today.

General information

Model: BMW G650X Moto
Year: 2007
Category: Super motard
Rating: 72 out of 100.

Engine and transmission
Displacement: 652.00 ccm (39.79 cubic inches)
Engine type: Single cylinder
Stroke: 4
Power: 53.00 HP (38.7 kW)) @ 7000 RPM
Torque: 60.00 Nm (6.1 kgf-m or 44.3 ft.lbs) @ 5250 RPM
Bore x stroke: 100.0 x 83.0 mm (3.9 x 3.3 inches)
Fuel system: Injection. Electronic fuel injection
Valves per cylinder: 4
Starter: Electric
Cooling system: Liquid
Gearbox: 5-speed

Transmission type
final drive: Chain
Clutch: Wet, multi-disk

Physical measures
Dry weight: 147.0 kg (324.1 pounds)
Seat height: 900 mm (35.4 inches) If adjustable, lowest setting.
Overall length: 2,155 mm (84.8 inches)
Wheelbase: 1,500 mm (59.1 inches)

Chassis and dimensions
Front suspension: 45 mm UPSD fork
Rear suspension: Swing arm
Front tyre dimensions: 120/70-H17
Rear tyre dimensions: 160/60-H17
Front brakes: Single disc
Front brakes diameter: 320 mm (12.6 inches)
Rear brakes: Single disc
Rear brakes diameter: 240 mm (9.4 inches)

Speed and acceleration
Power/weight ratio: 0.3605 HP/kg

Other specifications
Fuel capacity: 9.50 litres (2.51 gallons)
Fuel consumption pr. 10 km (6.2 miles): 5.00 litres (1.32 gallons)