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The New BMW HP2
Concept, Claim, Characteristics.
A dream of many Boxer fans is coming
true: BMW Motorrad is proudly pre-senting a truly uncompromising,
sporting and exceptionally light enduro the new BMW HP2,
a Boxer built for the offroad enthusiast and the most demanding
tracks in the world.
Purist, but nevertheless stylish and perfectly equipped with
the finest, carefully considered features, the BMW HP2 has everything
it takes for unres-tricted riding pleasure off the beaten track
and is perfect as the "basic" machine for amateur enduro
motorsport. More than any other motorcycle, the HP2 capitalises
in full on rough terrain on the benefits of the Boxer con-cept
with its low centre of gravity. But at the same time the HP2,
with its almost playful handling, low weight, and high-performance
power unit, offers supreme riding pleasure also on the road.
So considering the many options it offers the rider, the HP2
is the most powerful and by far the best offroad Boxer of all
times.
This brand-new model from BMW Motorrad was developed by a small
but highly dedicated team of specialists, engineers and mechanics
fully committed to the Boxer and also dedicated in their private
lives to offroad motorsport, working beyond the usual processes
of series development under the simple and straightforward motto
that "only an enthusiastic professional can offer another
enthusiastic professional what he really wants".
In technical terms the BMW HP2 is based on the R 1200 GS. But
tailored in every respect to the needs and preferences of the
ambitious enduro rider, the HP2 is a completely independent,
truly exceptional motorcycle.
The all-new lightweight suspension is based on ample experience
gained by BMW in marathon rallies, with an air/spring/damper
system on the rear wheel proudly entering the world of motorcycling
as a world-first achievement. The engine itself has been optimised
for minimum weight and the entire drivetrain laid out specifically
for offroad use.
Consistent lightweight engineering was indeed the name of the
game with all the components of the new HP2. As a result, overall
weight of the motorcycle in road trim remains below the 200-kilo
"sound barrier", with kerb weight according to the
DIN standard of 195 kg or 430 lb. Dry weight, in turn, is a mere
175 kilos or 386 lb.
In conjunction with the new machine's perfect ergonomics, this
guarantees supreme agility and easy control even on the toughest
terrain. And combined with the low centre of gravity of the Boxer
engine, unparalleled smoothness and powerful acceleration from
the lowest engine speeds, as well as the motorcycle's excellent
balance, the HP2 is in many cases su-perior to even the toughest
single-cylinder competitors on difficult, slow trial tracks.
The superior performance and riding stability of an enduro Boxer
on fast sections of offroad terrain, in turn, are obviously beyond
the slightest doubt.
To highlight the sporting enduro qualities of the new HP2, BMW
Motorrad supports and manages a private racing team which will
be entering the HP2 in various offroad events such as the German
Cross Country Championship (GCC). And the rider starring in BMW
Motorrad's team for the GCC will be last year's winner of precisely
this series, Finnish motorcycle crack Simo Kirssi. Outside of
Germany, the HP2 will be entering both the Baja 500 and the Baja
1000 in California, and there are plans to participate in the
prologue of the Erzberg Race in Austria. BMW Motorrad is supporting
private teams in these cases with the right kind of service,
and naturally provides the motorcycles themselves.
The market launch of the HP2 will be in autumn 2005 worldwide.
Model Designation and the HP Model Name.
 A new brand name and a new
model designation: "HP" is short for "High Performance"
and the "2" in the model designation characterising
this sports enduro stands for the flat-twin power unit. The term
"high performance"
ob-viously relates to the machine's sporting performance under
all conditions, the outstanding superiority of the entire motorcycle
and not just the extra power from the engine. So "high performance"
means a perfect balance of all individual components with a view
to one complete whole representing much more in practice than
the sum of all the motorcycle's individual factors. This is the
synonym for a perfectly developed overall concept offering per-fection
to the last detail, superior riding characteristics as well as
pure, un-daunted riding pleasure. And it goes without saying
that "HP" stands for the prestige naturally coming
with such a particularly sophisticated and refined motorcycle.
The HP2 is the first model in a new, independent category of
motorcycles being developed by BMW Motorrad. The focus in all
cases is on BMW's Boxer models, HP motorcycles using the technical
foundation of series models
but standing out clearly through their uncompromising dedication
to a specific purpose, their clear and consistent orientation
to sporting perform-ance, and the most exclusive product features.
These very special motorcycles are developed by small teams of
truly passionate professionals working beyond the usual structures
required for a larger production series. Such special team concepts
with the very efficient processes ensured in this way guarantees
that the many years of experi-ence offered by the development
engineers, their feeling for the essential, their personal know-how,
and their individual "touch" go straight into the product,
without any "filters" or barriers in between. And at
the same time these engineers use the most advanced development
and simulation tools plus all the technical options offered by
BMW as a large company. It is in-deed this symbiosis of high
technology and craftsmanship which gives BMW Motorrad's HP motorcycles
their unique charm and appeal.
In a nutshell, therefore, BMW high-performance motorcycles are
something very special they are exclusive and authentic,
and they will remain relatively rare in the market. The prices
of these special machines, in turn, result
from their outstanding range of features, the much higher level
of product substance, and the comparatively small production
volume.
Exclusive training offers and fascinating offroad tours are being
prepared specifically for customers purchasing the HP2, that
is enthusiasts with particular riding skills and demands. These
additional offers will therefore supplement the new high-performance
concept step-by-step in the course of time.
Development, Technical Features, Design.
In technical terms, the HP2 hails from the R 1200 GS. But
with the exception of the engine and the on-board network, nearly
all components are either new developments or have at least been
widely modified. Saving weight and ensuring a perfect, uncompromising
focus on the requirements of offroad riding were indeed the No.
1 criteria for the development engineers.
Testing the HP2 was obviously a very tempting, but also a very
demanding and elaborate experience due to the new machine's extremely
wide range of features and riding options: From the toughest
offroad conditions all the way to permanent full throttle on
the Autobahn, from freezing cold all the way to the most extreme
temperatures encountered in the desert this new motorcycle
must reliably and permanently cope with the most extreme riding
con-ditions hardly any other machine will ever face.
The range of tests and trials the HP2 was put through was correspondingly
comprehensive and thorough, comprising not only a wide range
of dynamometer tests, but also trial sessions in the hottest
and coldest countries as well as extreme offoad test on BMW test
tracks. Entering the Baja California Desert Race under the guidance
of Jimmy Lewis was just as much part of the overall range of
testing both the entire motorcycle and its individual components
as were high-speed trials on the Autobahn and on all kinds of
test routes. Endurance tests riding offroad in both Spain and
South Africa, finally, rounded off the entire range of activities
before the HP2 was cleared for series production.
Drivetrain.
 Making a few
adjustments of the engine control unit, BMW Motorrad's development
engineers have slightly increased the output of the flat-twin
engine carried over from the R 1200 GS, maximum output on premium
plus fuel (RON 98) now being 77 kW (105 bhp). Maximum torque,
in turn, remains unchanged at 115 Nm (85 lb-ft) at 5,500rpm.
Not only the high standard of smoothness and refinement of the
Boxer engine resulting from its inherent configuration and design
principle, as well as the soft but powerful development of muscle
from very low engine speeds, enable the rider of the HP2 to manoeuvre
his machine slowly and smoothly without requiring any support
from the clutch. Rather, this superiority also comes from the
refined, torque-based engine management of the new Boxer generation
with its automatic idle speed control. As a result, the HP2 is
able to provide its benefits particularly on very rough tracks
or in deep mud, where spontaneous power and torque are the name
of the game.
With the HP2 presumably being used mainly in rough terrain, the
engine does not feature a balance shaft in the interest of lower
weight.
The intake air snorkel has been slightly modified and now features
a de-flector at the front to keep out splashwater with maximum
efficiency. This deflector may be removed on machines used primarily
on the road.
The exhaust manifold has been carried over from the R 1200 GS
without any changes, while the rear-end silencer is a new construction
almost 2 kilos lighter than before. With the interior of the
silencer being similar to the former unit, the reduction in weight
results from the sleeve pipe being dropped and the shorter length
of the silencer as such. This reduction in length, in turn, is
possible in this case since the HP2 is not intended to carry
any cases or luggage. Otherwise a longer silencer would indeed
be required to avoid any overheating of cases resulting from
the hot flow of exhaust gases.
Focusing on the six-speed transmission, BMW Motorrad's engineers
have modified and reinforced the bearings on the interim shaft
to cope with higher loads and forces. The gear ratios and other
features, in turn, are the same as on the R 1200 GS.
An entirely new feature is the special structure of the Paralever
swinging arm (see the section on the motorcycle's running gear)
as the well as the driveshaft now featuring a modified rubber
damper and adjusted in its length to the different dimensions
of the Paralever. At 2.82:1, the secondary transmission ratio
on the driveshaft remains unchanged.
The entire drivetrain comes with high-quality, magnesium-coloured
powder coating.
Suspension and Running Gear.
 The running gear and suspension
of the HP2 is again an all-new development using carefully selected,
high-grade components. Indeed, all of BMW Motorrad's 25 years
of experience in enduro riding has gone into the development
of the running gear. Focusing on the geometry and overall config-uration
of the suspension, the engineers' objective was to bridge the
gap between optimum riding qualities with a high standard of
directional stability for riding, say, on the Autobahn, and excellent
offroad riding qualities with playful handling and superior agility.
Frame Carried Over from Rally Racing. In its layout, the frame
is based on knowledge acquired by BMW Motorrad with the R 900
R racing machines used by works teams from 19992001 in the
Dakar Rally and other international desert races. The frame itself
is a tubular spaceframe structure made of steel and ensuring
optimum, very homogeneous stiffness all round.
Telescopic Fork with Travel-Dependent Damping.
Front-wheel suspension on the HP2 is provided by a telescopic
fork with 270 millimetres or 10.63´´ spring travel
in upside-down construction, since this kind of spring travel
cannot be provided sensibly by a conventional Telelever configuration.
A special feature of the front-wheel fork is the travel-dependent
damping, with the inbound and rebound stages being adjustable
separately to a wide range of different settings. A further adjustable
feature is the hydraulic system preventing the running gear from
sagging down under extreme conditions.
The most outstanding feature in this system absolutely unique
to BMW Motorrad is that damping in the inbound stage under pressure
remains relatively independent of the degree of harshness avoiding
any sagging effect of the motorcycle. In other words, ride harshness
and firm damping can be set to "hard" without making
the inbound damping response in the main operating range of the
damper significantly firmer or tauter.
With its fixed sleeve tube measuring 45 millimetres or 1.77´´
in diameter, the fork provides the stiffness required and at
the same time allows maximum handlebar lock. The fixed sleeve
tubes come with an extremely resistant special coating withstanding
wear even better and more efficiently than a conventional surface
coating based on titanium nitride.
Innovative Rear-Wheel Suspension the Air/Spring Damper
System.
 Moving on to
the rear-wheel suspension, the engineers at BMW Motorrad focused
as before on the principle of the BMW Paralever swinging arm
totally re-developed as a lightweight construction for the new
generation of the Boxer. Hardly open to any further improvement
in terms of its effective-ness, the Paralever has nevertheless
been redesigned for the HP2, now 30 millimetres (1.18´´)
longer than on the GS.
The new Paralever is a welded structure made up of high-strength,
forged light-alloy shells able to cope with even the toughest
requirements in sports enduro riding. From outside this sophisticated
new construction is characterised in particular by the magnesium-coloured
powder coating to be admired on the entire drivetrain.
BMW Motorrad is once again setting a new standard with the spring
strut, again introducing a highly innovative world-first achievement
in motorcycle suspension technology: Together with the German
specialist Continental Automotive Systems, BMW's specialists
have developed a spring/damper system running exclusively on
air.
Weighing not quite 2.3 kilos or 5.1lb, this air/spring damper
system is approximately 2 kilos lighter than a conventional structure,
although the basic configuration and the system of damper operation
show significant analogies: The air spring strut also features
a piston moving into the damper chamber.
In this case, however, the piston acts not on hydraulic fluid,
but rather on air forced through plate valves into a second chamber.
The damping effect is achieved by throttling the flow of air
and with air being compressible, the air captured within
the chamber is able to provide the necessary spring effect replacing
a conventional steel spring.
Air is a medium with ideal characteristics for a spring damper
system and offers a wide range of advantages:
- "Natural" progression of the
spring rate under high load (with pressure in the system increasing).
- A high standard of security against the
spring damper system suddenly giving way (according to the law
of gas mixtures, pressure in-creases as a function of temperature).
- "Natural" progression of the
damping effect under high loads (the vis-cosity of air increases
as a function of temperature).
- Frequency-dependent, selective damping
with automatic adjustment of the dampers to the load the motorcycle
is currently carrying.
- Resistance to overheating (no temperature-induced
decrease in damping under high load, for example on bumpy roads
and cobble-stone surfaces).
- Simple adjustment to the load the motorcycle
is currently carrying.
- Simple adjustment of seat height.
With unsprung masses being slightly lower than before, the response
of the suspension and rear-wheel traction have been improved
accordingly.
In its structure, the air spring strut comes with three air chambers
one be-hind the other and connected to one another by air ducts.
An aluminium cylinder forms the two upper chambers separated
from one another by a piston. Longitudinal movement of the separating
piston compresses the air within the cylinder, the air itself
thus acting as a kind of spring. At the same time a defined volume
of air flows into the other chamber via plate valves (slot throttles)
and, through the throttling effect, dampens any movements of
the wheel.
The lower air chamber is formed by a gas-tight rolling gaiter
made of rubber tissue. This gives the damper appropriate freedom
in moving up and down and seals the spring strut to the outside,
avoiding the need for a piston rod seal, which would merely increase
friction within the system. The resistance built up by the rubber
gaiter when rolling over a specially shaped cone supplements
the progressive effect of the system.
To the outside the spring strut is fully sealed and air-tight.
Any leakage occurring nevertheless can be compensated by filling
in air through a valve. Such variation of air pressure from outside
also allows simple adjustment of seat height simply by pumping
in or discharging air as required. Inbound spring travel is however
reduced with the seat set to a lower position, meaning that this
particular setting is more appropriate for a moderate style of
riding.
Adjusting the system to different load conditions is again a
very simple operation requiring only an appropriate change in
air pressure. A perhaps minor but nevertheless important and
interesting feature in this context is the small "inspection
balance" on the rear frame allowing the rider to read off
the normal setting of the motorcycle in the interest of easier
adjustment.
And to pump up the system while travelling, the HP2 naturally
comes as stand-ard with a manual high-pressure pump complete
with a pressure gauge also suitable for pumping up the tyres
after having reduced tyre pressure when riding in rough terrain.
A unique feature of the air/spring damper system is the option
to vary the damping effect as a function of frequency achieved
by carefully adapting the inner flow system together with the
slot throttles to current requirements.
An important effect achieved in this way is the significant improvement
of rear-wheel traction on undulating surfaces, the damping effect
being specifically configured in the frequency bands of the rear-wheel
swinging arm system excited by bumpy surfaces, enabling the wheel
to follow such an uneven surface in an ideal motion and maintain
optimum ground contact.
This means even better traction when accelerating all-out for
even greater riding pleasure, as well as extra safety in applying
the brakes.
Whenever the springs sag through completely, as is often the
case on long and stretched-out surface "waves" and
under high loads, the "natural" adjustment of the air
spring rates, together with frequency-specific damping, again
acts against any excessive compression of the springs to prevent
them from giving way too much.
The basic set-up of the dampers may also be adjusted by a hand
wheel opening up a bypass in the damper. This allows adjustment
in two stages between a more comfort-oriented roadgoing set-up
and a firmer setting for rough terrain.
A minor but nevertheless important point to be added here is
that "manual" compression of the springs on the HP2
while at a standstill creates a decep-tive impression of the
damping effect, since the movements generated in this case are
not the same when riding in terms of their speed and frequency.
A significant advantage of the system also lies in the complete
resistance of the spring strut to dirt and contamination from
outside, thanks to the fully enclosed surface. This rules out
even the slightest wear on the seals and guide units even in
the finest desert sand.
Cross-Spoke Wheels for Offroad Use, 21´´
Wheel at the Front.
 Again reflecting its concept
as a genuine offroad machine, the HP2 comes with cross-spoke
wheels which have clearly proven their qualities under the toughest
conditions in all tests. In the interest of maximum ground clearance
and optimum guidance, the front wheel measures 1.85´´ x 21,
while wheel size at the rear is 2.5´´ x 17.
The tyres fitted as standard are tubeless "Karoo" tyres
developed by Metzeler together with BMW Motorrad especially for
the HP2 brand-new high-performance offroad tyres measuring
90/90-21 at the front and 140/80-17 at the rear and thus reflecting
both the great demands made of the motorcycle itself as well
as its power and speed potential.
Motocross-like tyres with a high share of negative tread are
available as special equipment primarily for offroad use. Also
registered for riding on the road, these tyres are likewise a
joint development by BMW Motorrad and Metzeler specifically for
the BMW HP2.
Tubed tyres with a different tread may of course also be used
for offroad riding. In this case the rear wheel comes as standard
with a second valve bore allowing the use of tyre supports (special
equipment) for riding with lower air pressure. On tubeless tyres,
in turn, the second valve hole is sealed by a second tyre valve.
Weight-Optimised Brakes.
The brake system on the new HP2 excels through its first-class
brake effect and stopping power as well as fine dosage geared
exactly to current requirements. The front wheel features a single-disc
brake with floating calliper, the semi-floating brake disc measuring
305 millimetres or 12.01´´ in diameter being
only 4.5 millimetres or 0.18´´ thick for reasons
of weight.
At the rear, the HP2 features the single-disc swing-calliper
brake carried over from the R 1200 GS, with disc diameter
of 265 millimetres or 10.43´´.
The brake hoses are clad in steel only at the front, since the
rear-wheel brake on an enduro needs a somewhat softer pressure
point, which is why a conventional rubber tissue brake hose is
used here intentionally.
Upon entering the market, the HP2 will come without ABS anti-lock
brakes.
Fuel Tank, Seat, Controls and Attachments.
 In designing
the fuel tank, the seat and the controls, BMW Motorrad's engineers
and developers focused in particular on the ergonomic requirements
of offroad riding with the rider frequently standing up on his
machine.
The fuel tank on the HP2 is brand-new, securely embedded in the
space between the upper frame tubes. It is made of extra-tough,
semi-transparent highly networked polyethylene as the optimum,
extra-light material for such a fuel tank, and is protected by
a light plastic cover. Tank capacity is 13 litres or 2.9 Imp
gals.
The cut-out in the cover allows the rider to check the level
of fuel from outside, two lines on the scale ensuring adequately
precise assessment of the current fuel level. Whenever the rider
fills up the tank from jerry cans when riding in rough terrain,
this sight inspection option from outside is indeed more practical
than an electrical gauge, particularly as the latter would always
provide an inaccurate reading due to the constant change in the
motorcycle's position under offroad conditions. However, the
HP2 comes, like other motorcycles, with a fuel reserve warning
light.
To ensure optimum guidance and control of the motorcycle even
when at a standstill, the engineers at BMW Motorrad have sought
to keep the frame and motorcycle contours at the transition point
from the tank to the seat as slender and lean as possible. The
two-colour seat is slender in its shape and design particularly
at the front, with this slender line extending all the way back
into the tank itself.
The absolute geometric seat height for the rider is 920 millimetres
or 36.22´´, with step arch length of 1,920 millimetres
or 75.60´´. The lower seat available as special equipment
measures 900 millimetres or 35.43´´ in height.
The handlebar fastening is an intelligent and well-conceived
solution: Asymmetrically drilled handlebar clamps allow the rider
to set the wide handlebar as required to two different positions.
Turning these clamps by 180°, you are able to move the fore-and-aft
position of the handlebar by 20 millimetres or almost 0.8´´.
The handlebar itself is made of aluminium and tapers out in conical
shape to the ends. Particular significance is given to a large
steering lock of 42° both left and right, ensuring superior
agility and safe control of the motorcycle even at extremely
low speeds.
The footrests made of rust-free stainless steel are extra-wide
for superior stability and a firm position in all cases, regardless
of the rider's current posture and the position of his feet.
A particular feature in this context is a
folding spacer on the footbrake lever enabling the rider to set
the position of the lever relative to his foot easily and quickly,
without even requiring any tools in the process. So whether you
are standing up on the machine or sitting down while riding,
the brake lever is always within perfect reach.
This mechanism patented by BMW incidentally does not change the
position of the brake lever relative to the brake cylinder, maintaining
the play required despite the easy and convenient process of
adjustment.
Electrics, Electronics and Instrumentation.
 The innovative on-board network
in CAN-bus technology (Controller Area Network) has been carried
over without changes from the R 1200 GS.
The straightforward configuration of the system, with fewer cables
than on a con-ventional on-board network, the clear configuration
without any conventional melt-down fuses, and the full diagnostic
compatibility of this on-board net-work are significant benefits
also with an enduro. And another advantage is the low weight
of the system.
The integrated electronic immobiliser comes as standard and works
by exchanging coded, constantly changed data between the key
to the motorcycle (the transponder) and the motorcycle's on-board
electronic system. This is currently the best and safest technology
for an immobiliser.
The instrument cluster also concentrates on the essential, even
doing without a rev counter: All the offroad rider needs is a
speedometer and an information flatscreen.
In its technical features and configuration, the instrument cluster
has been carried over from that on the R 1200 GS. As an additional
display function, the rider can call up the number of operating
hours the motorcycle has been running so far, which is important
for changing the air filter at appropriate intervals when riding
mainly offroad on dusty tracks.
Design and Body.
In its design, the HP2 is purist through and through, each
and every design feature bearing out the specific function of
each component. Reduction to the essential is a significant styling
feature particularly on the body of the new machine, with only
the tank cover and part of the mudguard being painted.
Plastic components at exposed points putting the rider at risk
in a fall, such as side components on the tank and the front
wheel mudguard, are made of fully coloured, grained plastic without
any additional application of paint, meaning that scratches,
should they occur, remain virtually invisible and do not catch
the eye in any way. The HP2 comes exclusively in Indigo Blue
Metallic/Alaska Grey.
The headlight mounting is a good example of the new machine's
high standard of all-round function. Extremely strong and stable,
the headlight support also serves as a conveniently positioned
salvaging bar. Grab recesses at the rear beneath the seat are
appropriately positioned to remain free of dirt coming up from
the rear wheel.
The numberplate support as well as the direction indicators can
be easily removed for offroad riding by means of five bolts,
with the cables being separated by a connector.
Protective Equipment for Offroad Use.
Every HP2 comes as standard with a special package of protection
components for subsequent installation on the machine. This protection
package comprises the following items:
- Hand protectors which, through their open
structure, minimise the risk of injury in a fall.
- An extra-large plastic engine protector
helping to minimise damage to the cylinders and the throttle
butterfly manifolds possibly resulting when the motorcycle falls
over.
- A transparent plastic cover to be fitted
in front of the headlight in order to protect the headlight glass
from stones cast up on rough terrain. This protection unit is
not homologated for public roads.
- Rear axle protection reducing the risk
of damage to the final drive housing when impacting a hard surface
below.
- A so-called "brake-snake". This
is a small steel rope around the footbrake pedal preventing stones,
branches or other objects from getting stuck between the footbrake
lever and the engine and possibly bending, blocking or even inadvertently
operating the lever, thus actuating the brakes when not required.
Range of Equipment.
Optional Extras and Special Equipment.
No optional extras from the factory will be offered upon introduction
of the
new HP2 motorcycle. But a wide range of special equipment for
retrofitting either by the customer himself or by the BMW motorcycle
dealer is naturally available for further customisation, thus
allowing the owner to subsequently broaden the motorcycle's range
of features and equipment at any time.
Special Equipment.
- Low rider's seat (seat height 900 mm/35.43´´).
- Assembly stand.
- Heated handles.
- White direction indicator covers.
- Enduro rear bag.
- Enduro tankbag.
- Impact protection on the handlebar.
- Tyre holder.
- Emergency kit for sealing leaking valve
covers.
- A support and connection cable for BMW
Motorrad Navigator II.
- BMW Motorrad Navigator II.
Tech Specs HP 2
 Engine
Capacity (cc) 1,170ccc
Bore/stroke (mm) 101/73
Max output (kW/bhp) 77/105 at (rpm) 7,000
Max torque (Nm/lb-ft) 115/85 at (rpm) 5,500
Engine configuration Boxer (flat-twin)
No of cylinders 2
Compression ratio/fuel grade 11.0/premium plus
Valves/gas management HC (high camshaft)
Valves per cylinder 4
Intake/outlet dia (mm) 36/31
Throttle butterfly diameter (mm) 47
Fuel management BMS-K
Electrical System
Alternator (W) 600
Battery (V/Ah) 12/12 maintenance-free
Headlight (W) H4
Starter (kW) 1.1
Power Transmission/Gearbox
Clutch Single-plate dry clutch, dia 180 mm/7.1´´
Gearbox Dog-type six-speed gearbox
Primary transmission ratio 1.823
Gear ratios
I - 2.277
II - 1.583
III - 1.259
IV - 1.033
V - 0.903
VI - 0.805
Rear-wheel drive Driveshaft Final drive ratio 2.82
Running Gear and Suspension
Type of frame Steel tubular spaceframe, non-load-bearing engine
Wheel guidance, front UPSD fork, dia 45mm
Wheel guidance, rear BMW Paralever
Spring travel, front/rear (mm) 270/250
Camber (mm) Normal set-up 127
Wheelbase (mm) Normal set-up 1,610
Handlebar head angle Normal set-up 60.5
Brakes
front Single-disc brake, dia 305 mm
rear Single-disc brake, dia 265 mm
No ABS
Wheels Cross-spoke wheels
front 1.85 x 21
rear 2.5 x 17
Tyres
front 90/90-21 M/C 54Q M+S TL, MCE Karoo 2 (T)
rear 140/80-17 M/C 69Q M+S TL, MCE Karoo (T)
Dimensions and Weight
Length, overall (mm) 2,350
Width, overall, with mirrors (mm) 880
Handlebar width, w/o mirrors (mm) 828
Seat height (mm) 920
Weight, unladen, with full tank (kg) 196.5
Max permissible (kg) 380
Tank capacity (ltr) 13
Performance Data
Fuel consumption
90 km/h ltr/100 km - 4.1
120 km/h ltr/100 km - 5.5
Acceleration
0100 km/h sec 3.2
Standing start sec 22.3
Top speed km/h 200
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