BMW S1000RR Prototype, 2009

BMW S1000RR Prototype, 2009

 

The BMW S1000RR is a super bike manufactured by BMW Motorrad.

BMW K 1300 GT Tour Edition

BMW K 1300 GT Tour Edition Review :

BMW K 1300 GT Tour Edition is one of the type issued by the motorcycle manufacturer BMW with tour edition. This motorcycle has a capacity of 1293 cc engine with a ratio of Bore x stroke 80 mm x 64.3 mm. For the type of engine That Is a water-cooled 4-stroke in-line four-cylinder, four valves per cylinder, two overhead camshafts, dry sump lubrication.

Time machine - the latest news.
The BMW K 1300 GT.
Gran Tourismo - or in the case of the BMW K 1300 GT quite simply one of the fastest movers around. It opens up a new era in the timing of long distances. Nonetheless: impressive though the average travel times may be on this machine, its performance is also fascinating at low speeds, for example after a hairpin bend. This is because at engine speeds you operate in more than 80% of the time on the road – i.e. the lower and middle ranges – this engine adds something you can feel instantly: 99 lb/ft from 1,293 cc. No ifs or buts. And 160 hp for the three-lane motorway. The fact that this in-line 4-cylinder is very low-key when it comes to fuel consumption and exhaust emissions makes fast travel even more pleasing. And it also demonstrates once again how modern engines ought to be built.

The success formula GT is the sum of many intelligent details: top ergonomics - both at front and rear, exemplary aerodynamics and weather protection, safety (ABS as standard, ASC as an option) which sets standards. And a level of comfort which enables relaxed, supreme travel. Then there is a high-precision chassis with a low centre of gravity, as well as optional ESA II to adapt the chassis mode at the press of a button. So here’s a tip: save yourself the effort of looking for an alternative. Get into gear right away.
The BMW K 1300 GT: dynamic performance has never been more stylish.

BMW K 1300 GT Tour 1

BMW K 1300 GT Tour 2

BMW K 1300 GT Tour 3

BMW K 1300 GT Tour Edition Technical Data : Engine
Type Water-cooled 4-stroke in-line four-cylinder, four valves per cylinder, two overhead camshafts, dry sump lubrication
Bore x stroke 80 mm x 64.3 mm
Capacity 1.293 cc
Rated output 160 hp (118 kW) at 9,000 rpm
Max. torque 99 lb/ft (135 Nm) at 8,000 rpm
Compression ratio 13.0 : 1
Mixture control / engine management Electronic intake pipe injection/digital engine management including knock sensor (BMS-K)
Emission control Closed-loop 3-way catalytic converter, emission standard EU-3

Performance / fuel consumption
Maximum speed Over 125 m.p.h. (200 km/h)
Fuel consumption per 100 km at constant 90 km/h 5,0 l
Fuel consumption per 100 km at constant 120 km/h 5,9 l
Fuel type Unleaded Premium

Electrical system
Alternator three-phase alternator 945 W
Battery 12 V / 19 Ah, maintenace-free
Power transmission
Clutch Multiple-disc clutch in oil bath, hydraulically operated
Gearbox Constant mesh 6-speed gearbox
Drive Shaft drive

Chassis / brakes
Frame Bridge-type frame, cast aluminium, load-bearing engine
Front wheel location / suspension BMW Motorrad Duolever; central spring strut
Rear wheel location / suspension Cast aluminium single-sided swing arm with BMW Motorrad Paralever; central spring strut with lever system, spring pre-load hydraulically adjustable (continuously variable) at handwheel, adjustable rebound damping
Suspension travel front / rear 4.5 in. / 5.3 in. (115 mm / 135 mm)
Wheelbase 61.9 inches (1,572 mm)
Castor 4.4 inches (112 mm)
Steering head angle 60.6°

Wheels Cast aluminium
Rim, front 3,50 x 17"
Rim, rear 5,50 x 17"
Tyres, front 120/70 ZR 17
Tyres, rear 180/55 ZR 17
Brake, front Twin disc, floating brake discs, diameter 320 mm, 4-piston fixed calipers
Brake, rear Single disc, diameter 294 mm, double-piston floating caliper
ABS Standard equipment: BMW Motorrad Integral ABS (part-integral)

Dimensions / weights
Length 91.3 inches (2318 mm)
Width (incl. mirrors) 38 inches (965 mm) (incl. panniers: 39 inches [990 mm])
Height (excl. mirrors) 56.6 inches (1,438 mm)
Seat height, unladen weight 32.3 inches / 33.1 inches (low seat: 31.5 inches /32.3 inches)
Inner leg curve, unladen weight 70.8 inches / 72.4 inches (low seat: 69.3 inches / 70.8 inches)
Unladen weight, road ready, fully fuelled 1) 635 lbs (288 kg)
Dry weight 2) 562 lbs (255 kg)
Permitted total weight 1147 lbs (520 kg)
Payload (with standard equipment) 511 lbs (232 kg)
Usable tank volume 6.3 U.S. gallons (24 l)
Reserve approx. 1 U.S. gallon (4.0 l)

K 1300 GT: Pricing, Options and Accessories
Base MSRP: $19,150

Premium Package: $22,595
* Xenon Light
* ESA II
* Heated Seats
* Heated Grips
* Tire Pressure Monitor (TPM)
* Cruise Control
* On Board Computer
* ASC (Traction Control)

Options
* Xenon Light: $500
* ESA II: $900
* Heated Seat: $350
* Heated Grips: $300
* Tire Pressure Monitor (TPM): $250
* Cruise Control: $450
* On Board Computer: $295
* Anti-Theft Alarm: $395
* ASC: $400
* Low Seat (31.5 - 32.3 inches): n/c

Colors Bike
1. Magnesium Beige Metallic
2. Royal Blue Metallic
3. Red Apple Metallic

BMW F 800 ST Tour

BMW F 800 ST Tour Review :

F 800 ST
This middleweight definitely goes the distance.
The twisties are yours to devour anywhere in the country aboard the new 85 bhp F 800 ST, which is the touring version of the lithe new F 800. With a full fairing, high windshield and touring oriented ergonomics with raised handlebars, bombing down any road you choose is as comfortable as it is thrilling. Two 320 mm diameter front brake disk and Brembo four piston hydraulic calipers, and with optional ABS every ride stopping power is guaranteed. Add optional touring cases and heated grips and you've got a bike that is fast, flickable, and above extraordinarily capable. No matter where you want to ride, the sharp-handling F 800 ST gets you there, mile after mile.

BMW F 800 ST 1

BMW F 800 ST 2

BMW F 800 ST 3

BMW F 800 ST Tour Specification :

Engine
Type Water-cooled, 2-cylinder, 4-stroke, four valves per cylinder, two overhead camshafts, dry sump lubrication
Bore x stroke 82 mm x 75.6 mm
Capacity 798 cc
Rated output 85 hp (62.5 kW) at 8,000 rpm (output reduction to 34 hp (25 kW) at 7,000 rpm possible)
Max. torque 63 lb/ft (86 Nm) at 5,800 rpm (with output reduction: 40.3 lb/ft [55 Nm] at 3,500 rpm)
Compression ratio 12.0 : 1
Mixture control / engine management Electronic intake pipe injection / digital engine management (BMS-K)
Emission control Closed-loop 3-way catalytic converter, emission standard EU-3

Performance / fuel consumption
Maximum speed Over 125 mph (200 km/h)
Fuel consumption per 100 km at constant 90 km/h 3.4 l
Fuel consumption per 100 km at constant 120 km/h 4.4 l
Fuel type Unleaded Premium

Electrical system
Alternator three-phase alternator 400 W
Battery 12 V / 14 Ah, maintenance-free
Power transmission
Clutch Multiple-disc clutch in oil bath, mechanically operated
Gearbox Constant mesh 6-speed gearbox integrated into crankcase
Drive Belt drive with shock damper

Chassis / brakes
Frame Bridge-type aluminium frame, load-bearing engine
Front wheel location / suspension Telescopic fork, Ø 43 mm
Rear wheel location / 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
Suspension travel front / rear 5.5 inches (140 mm) / 5.5 inches (140 mm)
Wheelbase 57.7 inches (1466 mm)
Castor 3.7 inches (95 mm)
Steering head angle 64.2°
Wheels Cast aluminium
Rim, front 3.50 x 17"
Rim, rear 5.50 x 17"
Tyres, front 120/70 ZR 17
Tyres, rear 180/55 ZR 17
Brake, front Twin disc, floating brake discs, diameter 320 mm, four-piston fixed calipers
Brake, rear Single disc, diameter 265 mm, single-piston floating caliper
ABS Optional extra: BMW Motorrad ABS

Dimensions / weights
Length 82 inches (2082 mm) / 86.4 inches (2195 mm)
Width (incl. mirrors) 31.4 inches (860 mm)
Height (excl. mirrors) 45.4 inches (1155 mm) / 48.2 inches (1225 mm)
Seat height, unladen weight 32.3 inches (820 mm) (low seat: 31.1 inches [790 mm])
Inner leg curve, unladen weight 71.3 inches (1810 mm) (low seat: 68.7 inches [1745 mm])
Unladen weight, road ready, fully fuelled 1) 450 lbs (204 kg) / 461 lbs (209 kg)
Dry weight 2) 401 lbs (182 kg) / 412 lbs (187 kg)
Permitted total weight 893 lbs (405 kg)
Payload (with standard equipment) 443 lbs (201 kg) / 432 lbs (196 kg)
Usable tank volume 4.1 U.S. gallons (16.0 l)
Reserve approx. 1 U.S. gallon (4.0 l)

Color Bike
Sapphire Black Metallic
Light Gray Metallic/Sapphire Black Metallic/Granite Grey Metallic
Sapphire Black Metallic

F 800 ST: Pricing, Options and Accessories
Base MSRP: $10,990

Standard Package: $12,725
* Sport saddle bags w/ single key locking system
* Heated Grips
* ABS
* On Board Computer
* Center Stand
* Saddle bag mounts

Touring Package: $660 (Touring package contents cannot be modified.)
* Sport saddle bags w/ single key locking system
* Heated grips
* On Board Computer
* Saddle bag mounts

Options
* Sport Saddle Bags with single key locking (can only be ordered as part of Touring Package): $0
* Low Suspension including Low Seat (29.9 inches): $250
* Heated Grips: $250
* ABS: $900
* Tire Pressure Monitor (TPM): $250
* On Board Computer: $295
* Anti-Theft Alarm: $395
* Center Stand: $175
* Saddle Bag Mounts: $150
* Low Seat (31.1 inches): $N/C

motorsport modification | motorcycle news update | new motor bikes |BMW Tries Subliminal Advertising Experiment for the BMW S 1000 RR

With the occasion of promoting the BMW S1000 RR sport bike, the manufacturer decided to try something different than the usual commercial, especially considering how technology has evolved. For this reason, the Serviceplan company was chosen to add some subliminal advertising to the clip. See bellow the explanation and full ad.

BMW S 1000 RR

The Munich-based company used what’s known as an after-image to print the BMW logo on the eyes of the audience that attended the experiment but the logo wasn’t visible on the screen and couldn’t be seen until Ruben Xaus, the star of the clip, gave the magic command “Close your eyes”. When the members of the audience closed their eyes, the logo instantly appeared to everyone’s amazement.
A lot of positive feedback was provided at the end of the screening and this may be an interesting way of promoting something without actually showing any logos. It will be interesting to see if BMW will integrate this in further screenings.
See bellow the same ad, but bear in mind the fact that it was screened in a cinema so you may not experience the same effect as those who whitnessed it firsthand.

Reader ride! Another Cafe BMW from Jay.

I really like the scrapes on the knee pucks AND especially the valve cover. Nice job! You've been putting her to work!

Reader Ride. Jay Sends In Another Fantastic Custom BMW .... This One's A Scrambler!

Damm That Is Sweet!  And stay tuned for another nice Cafe...

UPDATE: A few more. Reader Ride. Outstanding BMW Cafe Racer.

Jay sends in this excellent R100SYour site is my morning coffee. Here is one of the few café I built. 

Vintage Art on Wheels by BMW

I'mw not a "BMW-o-phile" but this definitely speaks to me as they say...

2011 BMW K1300S Photo Gallery

2011 BMW K1300S Pictures

2011 BMW K1300S White Series

2011 BMW K1300S Sportbike

2011 BMW K1300S Red

2011 BMW K1300S Blue Color

motor sports |motoGP news update |motorcycle modification |motor bikes reveiws | 2010 BMW S1000RR First Ride

Overall feel—especially the bike's front-end is one area where the racebike is significantly improved over a stock machine.

For an avid motorcyclist, one of the biggest question marks surrounding AMA Pro Road Racing’s Daytona SportBike class is what it’s like to ride one of these “SportBikes” in full factory race trim. Recently, Motorcycle-USA received just such an opportunity, piloting the Geico Powersports Richie Morris Racing Buell 1125R racebike around Road America’s 4-mile road course in Elkhart Lake, Wisconsin.

In our Daytona SportBike street bike comparison we determined that, indeed, a production 2009 Buell 1125R has a performance advantage when compared to its class rivals - including the 2009 Kawasaki Ninja ZX-6R and Aprilia RSV1000R. But how does it compare to the stock motorcycle which it’s based off of? To our surprise, it isn’t all that different.

In order to create better parity within the class, the DSB series rules don’t allow a whole lot of engine modifications. (To view the current 2009 rules click here.) Instead the rules package gives more leeway for chassis modifications. Thus many of the team’s modifications are focused in that area.

Most apparent is the bare finish on the racebike’s aluminum frame and braced swingarm, which also allows for a conventional chain/sprocket final drive as opposed to the stock belt drive. It’s also surprising how much different the bike looks with race plastics. The lower fairing and tail sections make the 1125R racebike look closer to a Japanese or European sportbike, until your eye catches those two huge air scoops on either side as well as its oversized upper fairing, which remind you it’s all Buell.

Hop aboard the machine and notice its hard, slightly shorter seat. Designed to not only lower the rider’s center of gravity, the racing perch enhances feel between the rider and the back end of the motorcycle. Reaching forward to the handlebars, the rider feels more tucked in with the torso angled more closely to the bike. Placing feet on the footpegs, knees will tuck up into the bike's pseudo fuel tank much tighter than in the stock position. While the ergonomic changes aren’t exactly radical, they do enable the rider to direct more of his or her weight towards the front of the motorcycle.

The Geico RMR racebike’s powerband is not only broader but it hits harder too.

Poke the starter button and the engine gurgles to life with a deeper, scarier rumble courtesy of its $1799 exhaust system. Lift up on your left toe (reverse shift), notch the transmission into first gear and you’re ready to roll…

Maneuvering out of pit lane and onto Road America’s finely paved surface, one notices its limited steering radius due to the steering lock limiter. Fitted as a safety precaution, the device reduces the likelihood of severe headshake, which could cause the rider to lose control.

Slam open the throttle and, unlike its production brethren, the front wheel actually has a little easier time staying in contact with the road. This is most likely due to the way in which the controls keep your weight pushed ahead. With the throttle wide open, simply press down on the shift lever and the RMR 1125R jumps into the next gear courtesy of its quick shifter. Despite its final drive power delivery method being converted from belt to chain, gearing felt roughly the same with a tall first gear followed by closer gear-sequencing as you move down through the remaining five gears.

By the end of pit-lane you’re easily going well over 100 MPH before braking and merging onto the racing line as you go through Turn 1. Dial in full throttle and drift the bike wide onto the newly erected white and blue curbing on the outside. The front end gets light cresting a small hill, labeled Turn 2. From there, hug the left side of the track while accelerating in preparation for the right-hand corner ahead .

When entering Turn 3 it’s important not to downshift into too low of a gear, as its exit leads onto the first of three long straights. To get a decent lap time, it’s better to keep corner speed up and get on the gas early. Upshift into fourth, followed by fifth gear passing underneath the Sargento Bridge. The pavement bends slightly to the left, then right and is labeled as Turn 4 (though on a bike it’s not much of a turn at all). Only a soft touch of the handlebars is required for the bike to follow the curve of the road. It’s easy to appreciate the relative tranquility afforded by the 1125R’s humungous front fairing and raised windscreen. It’s almost ridiculous how much calm and comfort the pilot enjoys while blasting down the road at speeds of nearly 160 mph.

One of the biggest differences between a production and racing version of the 1125R is its braking performance.

The track slopes downward while grabbing the brakes for Turn 5, a slow-speed left-hander. Slowing from almost 160 to 50 mph is no easy feat, yet pulling back the front brake lever delivers a substantially higher level of brake feel and power compared to stock, due in part to the Superbike-spec Nissin radial master cylinder. In fact, closing in on the apex of the turn we quickly realize how much of a squid we are for braking so early.

Even on a warm, dry afternoon Turn 5 can be a slick. Fortunately, the bike’s smooth, yet copious, corner-exiting thrust is paired with a wide 5.75-inch magnesium wheel, which is lighter and also enhances the rear tire’s contact surface area to keep you in control. When the rear end does start to squirm finishing the corner and accelerating uphill into Turn 6, it’s surprisingly easy to control.

A 90-degree left awaits you at the top of the hill. Here it helps to have a bike that can change direction fast and the RMR 1125 continues to impress, no doubt due in part to Buell’s fundamental engineering principles, which include minimal weight and mass centralization not to mention the racebike’s lighter magnesium front rim. Ending up on the right side of the track on the exit of Turn 6, swing the bike over to the other side without letting off the gas, preparing to dive into Turn 7, a fast right-hander taken under acceleration in third gear. While really pushing it through this section, we notice the increased amount of front-end stability courtesy of the steering head cups which alter rake from 21 to 22-degrees.

Geico RMR 1125R Parts List

Magnesium Front Wheel Kit (G0110.04AH) $954
Magnesium Rear Wheel Kit (G0309.05AH) $1011
Rear Wheel Spacer Kit (G0635.08AZ) $275
6mm Front Brake Rotor (H0201C.08AZA) $169.95
Rotor Mounting Hardware (H0201C.08AZA) $241.20
Nissin 19x17 Master Cylinder (H0046.08AZ) $715 Race Kit Brake Pads (H0300.1AME) $368
GP Quick Shifter Linkage (N1620C.08AZ) $279
Programmable ECM Kit (Y1152.08AZ) $775
Race Wiring Harness (Y0200.08AZ) $129.95
Chain Drive Swingarm Kit (G0625.08AZ) $1779
Ohlins 25mm Kit Forks
Ohlins TTX Shock
Race Subframe (L1090.08AZ) $129.95
Race Battery Pan (Y1576.09AZ) $241.95
Race Exhaust (S2110A.08B2) $1,799.00
Steering Stop Limiter (J0001.08AZ) $16.95
Steering Cups (1-degree) $232.95
Vortex Clip Ons $140
Bodywork Kit: $1640
Ohlins Steering Damper Kit (J1402.08AZ) $495

Now it’s time to motor down another hill, termed Hurry Downs. Hitting the rev-limiter signals it’s time to brake, downshift into second gear, trail lightly on the brakes (this corner can be a bit slick, too) and hustle through Turn 8.

Steer the bike across the track and pass underneath the Johnsonville Bridge. Short shift into third gear and then dive into a long right-hand downhill arching turn, appropriately named, the Carousel. Here a considerable amount of time is spent on the right edge of the tires, so it’s important the bike not only stays planted but delivers enough feedback through the handlebars thereby allowing the rider to rail the corner as hard as possible. And the level of feedback delivered via the Ohlins-equipped fork is simply astounding. Where the stock set-up wistfully glides over pavement, the Ohlins units forces you to feel every crack, bump and pavement ripple, allowing the bike to be ridden hard and extort near maximum performance from the tires.

Barreling through the Carousel be sure to hold and inside line and gently work the throttle as the exit nears. Having a clear view of the exit, bring the bike in tight, close to the red-yellow curbing which serves as apex point, hit that, then dial in full throttle and let the bike drift wide before bringing it back over and setting up for Turn 11.

Previously known as the Kink, Turn 11 was modified a few years ago for safety reasons. In its previous configuration, the bend would be taken on the gas in third or fourth gear, depending on the bike. A solid concrete wall broke your fall if something were to go wrong and, unfortunately, quite often it did, thus the need for the revised chicane.

And despite what some say, it’s actually a fun section. Yet another hard braking section requires the rider to trail the binders heavily all the way to the apex of the entrance. The 1mm thicker perimeter-mounted ZTL2 brake disc, kit racing brake pads, and superbike-spec master cylinder deliver a superb amount of power as well as braking sensation. And when paired with its Ohlins-equipped front fork, all the ingredients are there to aggressively load the front tire into the turn.

As soon as you enter the chicane, it’s time to pickup the bike and swing it over, clip the curbing then pick up the throttle as hard as possible. Here the Ohlins TTX shock keeps the rear end from squatting too much, yet it allows the rear tire to dig into the pavement like a oversized paddle tire in sand and shoot you forward into RA’s second forested straightaway. It’s incredible how good this motorcycle gets off the corner. Yet even with all of this traction, there isn’t a hint of headshake.

It’s unreal just how efficiently the 1125R racebike puts its power down to the pavement.

While in stock form the 1125R’s engine is no slouch, the race pipes and updated fuel and ignition maps make for more robust mid-range power. From as low as 6000 revs, “Steamroller” pulls much harder and it just gets stronger as revs increase. However, reaching its rev ceiling it doesn’t have the same rush of power one might expect given how stout its mid-range is.

It feels like you’re in a blurred green time warp when clicking into third, fourth and then fifth gear zooming toward Canada Corner. Reaching the brake marker, pull back on the front lever, while rapidly downshifting into second gear. Buell’s Hydraulic Vacuum Assisted (HVA) back-torque limiting slipper clutch works perfectly here and is a carbon-copy of the one found in Danny Eslick’s No. 9 racebike.

Back on the power, run the bike all the way to the curbing while pointing it to the right edge of the track just before Turn 13. The bike smoothly turns to the right under full power, then as the corner nears steer the bike and nail the apex. Dial in full throttle without actually seeing where you’re going and the bike runs out over top of this small hill and into the final corner and start of RA’s final straightaway.

Turn 14 could be one of the trickiest corners on the track yet it’s my personal favorite. You can go ridiculously deep into the turn, so it’s important to stay on the gas until the last possible second - still turning while transitioning from gas to brake. Get into the front brake lever, grab a downshift and feel the rear end of the bike coming around. Continue to trail the front brake, but don’t go crazy as keeping corner speed is vital to maximizing drive onto the straight. Get on the gas as early as possible and Steamroller drifts outside as you put your head down in anticipation for a 20-second blast through the gears.

Imagine being in a blurred green time warp, that’s how you could describe zooming down one of Road America’s forested straightaway’s on Buell’s 1125R sportbike.

And that, my friends, is a lap around Road America aboard Danny Eslick’s RMR Buell 1125R Daytona SportBike.

Probably one of the coolest things about this RMR 1125R is every single part on the machine is available from Buell. So anyone can turn their Buell 1125R sportbike in to a full factory racer, no joke. Even better, the prices aren’t ridiculously out of line. In fact, including the cost of the bike you can build one of your own for under $25,000. And that’s the real deal - the same bike that factory-supported riders Eslick and Barnes pilot in DSB.

Given how solid of a platform Buell has in the base 1125R, it’s hardly a surprise just how good the RMR 1125R is. Not only does it deliver much sharper performance, it does so without sacrificing one of the 1125R’s most important hallmarks—ease of use. Simply put, this is one of the most user-friendly racing motorcycles we’ve ever ridden.

Wanderlust... Bike on a Boat.

 Saw this over on ADV Rider thread of the same name... LINK  Great Stuff.

Wanderlust! Murph is Leaving Death Vallly

Bonneville salt flats, Death Vally... where's he off to next?  Go find out..  http://wherethehellismurph.blogspot.com/

2011 BMW K1600GT Motorcycle

2011 BMW K1600GT in Action

2011 BMW K1600GT Photos

2011 BMW K1600GT Images

2011 BMW K1600GT Motorcycles

2011 BMW K1600GT Sport Touring

2011 BMW K1600GT Pictures

2011 BMW K1600GT First Look

2011 BMW K1300S Photo Gallery

2011 BMW K1300S Pictures

2011 BMW K1300S White Series

2011 BMW K1300S Sportbike

2011 BMW K1300S Red

2011 BMW K1300S Blue Color

BMW Unveils K1600GT at INTERMOT

 

BMW finally released images of its K1600GT and K1600GTL touring motorcycles when it pulled the cover of its new six-cylinder touring bikes at the INTERMOT Bike Show in Cologne, Germany. The Bavarian marque released introductory info on the Inline Six designs in July, but saved the full reveal for INTERMOT.

Stylistically the new Beemer sticks close to the concept drawings teased with its earlier announcement. A notable change from BMW’s previous touring models, the fairing shape doesn’t extend fully down the entire side of the bike. Instead the KT1600 leaves the engine sides exposed, revealing the 55-degree forward slant of the Inline Six.

The new powerplant claims peak power of 160 horsepower. The six-cylinder mill churns out 129 lb-ft of torque, with BMW touting 70% of the peak torque at 1500 rpm. The new mill weighs in at 226 pounds and is just 22 inches wide. Viewed from the front, the K1600GT looks no wider than its smaller-displacement K series kin.

 

The models unveiled at INTERMOT reveal a heavyweight touring platform. Integrated luggage and adjustable screen are obvious additions. The seating and passenger accomodations for the GTL tourer look downright Gold Wing-esque – the Flat Six-powered Honda its seeming head-to-head rival.

Turn signal indicators look to be tucked under the middle fairing section, underneath the new “adaptive headlight” which makes its debut on the touring platform. The new headlight system uses sensors to detect banking angle, with stepper motors then turning the light on an axis to maintain level beam projection on the road ahead.

Other techno features on the K1600 touring bikes include ride-by-wire electronics and three engine mappings: Rain, Road and Dynamic. Standard ABS is supplemented by the Dynamic Traction Control developed by the German company’s first-ever Superbike – the BMW S1000RR. The two new rides also source proprietary BMW components like the Duolever front suspension and Paralever swingarm, the suspension settings changed on the fly via BMW’s ESA II (Electronic Suspension Adjustment).

Motorcycle USA will attend the K1600GT’s official U.S. reveal later today at gearhead Jay Leno’s garage. Stay tuned for more details.

 

2011 BMW R1200GS Triple Black First Look

Black is the most slimming color, so for those of you who think that BMW’s Boxer-powered adventure bike s a little too thick in the middle, take a look at the 2011 BMW R1200GS Triple Black special edition. BMW put the dual-cam engine in the 2010 GS and GS Adventure, but the bikes look to be mostly unchanged for the new model year.

The new color scheme adds some extra flair with dark accents all around. The Beemer starts with the Sapphire Black Metallic color on the body (which was available in 2010) and adds black cross-spoke wheels. The engine is blacked out along with the fork, and the swimgarm, rear frame and valve covers are Ashphalt Grey Metallic, making for a much more aggressive look. The extra $3935 (assuming the MSRP stays the same as 2010 at $14,950) also earns the proud owner a special seat embroidered with the “GS” logo. However, a good portion of that extra cash covers the Premium Package Equipment, which can be added to any standard GS and comes automatically with the Triple Black. The package includes Enduro Electronic Suspension Adjustment, heated grips, on-board computer, hand guards, ABS and saddle bag mounts.

The BMW R1200GS was our favorite bike to ride in the 2010 Adventure Touring Shootout, and we would have loved it even more with the wicked scheme. Watch for this black beauty to hit BMW dealers in January, 2011.

 

 

BMW K1600GT Motorcycle 2011

2011 BMW K1600GT in Action

2011 BMW K1600GT Photos

2011 BMW K1600GT Images

2011 BMW K1600GT Motorcycles

2011 BMW K1600GT Sport Touring

2011 BMW K1600GT Pictures

2011 BMW K1600GT First Look

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2011 BMW K1600GT Motorcycle

2011 BMW K1600GT in Action

2011 BMW K1600GT Photos

2011 BMW K1600GT Images

2011 BMW K1600GT Motorcycles

2011 BMW K1600GT Sport Touring

2011 BMW K1600GT Pictures

2011 BMW K1600GT First Look