Throughout three decades I have owned no fewer than 20 different BMW ‘bikes and have, in the main, enjoyed a thoroughly positive and enjoyable association with these fabulous German motorcycles.

But the time has now come for me to change & submit to a long held desire to own a Harley-Davidson motorcycle.

I have sold my BMW R1200RT-SE and will shortly acquire this beautiful machine:

Harley-Davidson CVO Ultra Classic Electra Glide 2011 (FLHTCUSE6)

Contents for this edition may be found here.

Contents for this edition may be found here.

In 1998 BMW Motorrad celebrated 75 years of motorcycle production by releasing Limited Editions of ‘R’ Series models.

Purchasers of the commemorative models were presented with a 75th Anniversary Commemorative Owners Pack which comprised of:

75 Year presentation box & printed sleeve showing model ie:R1100RT

75 Year leather key ring

75 Year enamel pin badge depicting model ie:R1100RT

Personalised certificate of ownership

Unique commemorative BMW press photographs

Unique 30 page ‘Tomorrow’s Heritage’ history & photograph album

BMW press release

——————————————————————————————————————

I am offering a complete BMW Motorrad R1100RT 75th Anniversary Commemorative Owners Pack in used but outstanding & undamaged condition, having been stored complete and intact in a protective plastic bag since it was presented to me on 1st April 1998 when I took delivery of a new BMW R1100RT 75th Anniversary Edition from Bath Road Motorcycles (Bristol Motorrad) in Bristol.

Additional items included are the original factory schedule for frame number ending ZD12407, shipping manifest and contemporarry promotional leaflet.

More images may be found here.

Full eBay listing may be found here.

Contents for this edition may be found here.

209 Official BMW Motorrad press images may be found here.

The full story of BMW Motorrad GS Trophy 2010 may be found here.

48 Official BMW Motorrad press images may be found here.

BMW Motorrad full press release (PDF) may be found here.

65 Official BMW Motorrad press images may be found here.

BMW Motorrad full press release (PDF) may be found here.

56 Official BMW Motorrad press images may be found here.

BMW Motorrad full press release (PDF) may be found here.

Contents for this edition may be found here.

Over 50 official BMW Motorrad press images may be found here.

BMW Motorrad full press release (PDF) may be found here.

Over 220 official BMW Motorrad press images may be found here.

BMW Motorrad full press release (PDF) may be found here.

Full Mercedes-Benz/Smart Press Release (PDF) may be found here.

Official Images may be found here.

Full BMW/MINI Press Release (PDF) may be found here.

Official Images may be found here.

During this time a significant amount of the buildings & exhibits were destroyed in a devastating fire but now this fabulous museum has been restored to it’s former glory and the damaged exhibits either completely restored or replaced.

Generally acknowledged as the finest & most comprehensive motorcycle museum in the world the National Motorcycle Museum is conveniently located near Birmingham International Airport, the National Exhibition Centre & the M42 motorway.

I recently had a couple of hours to kill whilst waiting for my brother to arrive at the airport and quickly found that at least half a day is required to fully appreciate the many hundreds of exhibits. Must make more time next time I visit.

My photographs may be found here.

Dutchman’s Motorcycles

Dutchman’s Annual Motorcycle Mileages

Dutchman’s Foreign Motorcycle Tours

The route, which consists of 60 legs, will go anticlockwise around the UK passing through major towns and cities.

The Bergan (army ruck sack), which has been taken on a number of tours of duty in Afghanistan and Iraq, will be relayed from biker to biker.

Utilising TRACKER’s New self powered GPS and GSM technology, which is simply dropped into the Bergan and requires no installation (normally used in trailer/non powered asset tracking), you will be able to look here to find the current location and time of the relay.

Tracker

Round Britain Bergan Relay

GS Photo Gallery

The BMW G/S model was conceived in 1978 during a period of declining sales, following nearly a decade of growth. On 1 January 1979, a new management team aimed put the BMW motorcycle business back on track. The first model presented to them by the development department, was a large-capacity off-road prototype.

The prototype was built without a formal development brief and was immediately used by the test department to accompany the works team in cross-country motor sport events.

A Cross-Country Tradition

Cross-country racing had become familiar territory to BMW. In the Twenties and Thirties the company had been successful in six-day events, and in the Fifties and Sixties BMW won a series of titles. From 1970 to 1972 Herbert Schek claimed three cross-country championships on a modified BMW R 75/5 road bike. In 1978, the rules again allowed 4-stroke motorcycles to compete in championship events. Laszlo Peres from the BMW test department came second in the German Championship on a self-built 800cc machine that weighed only 142kg.

Peres’ success created an appetite for more and in 1979 BMW established a works team to compete officially in cross-country competitions. The reward for this commitment was the German Championship – won by Richard Schalber in 1979 and Werner Schütz in 1980. In addition, Rolf Witthöft won the European Championship, also in 1980.

Building a successful sports model is one thing, developing an economically viable production machine presents a far-reaching challenge. The new machine had to be suitable for everyday use and the selling price had to be competitive.

Seeking a Market Position

A concept gradually emerged of a machine with all-terrain capability, combined with high performance and on-road ride comfort. A careful market study of enduro riding revealed that a mere two per cent of kilometres ridden were across really difficult terrain; and 98 per cent were on normal roads, unsurfaced tracks or narrow paths. The idea of a comfortable, large-capacity enduro/street machine was born. Its concept was reflected in the G/S model designation – G for Gelände (terrain) and S for Strasse (road). It created a new market and a demand that has so far proved virtually inexhaustible.

Technically Sophisticated Rear-Wheel Drive

BMW management gave the go-ahead for series production and Rüdiger Gutsche, head of chassis development, was put in charge of the project. The focus of development was on new single-arm rear wheel suspension. This feature was new technical territory and the question was whether such a design would be able to withstand heavy stress.

Initial trials were promising and in January 1980 BMW press spokesman Kalli Hufstadt and journalist Hans Peter Leicht set off on two pre-production machines for a 2,000-kilometre ride through Ecuador. During the trip the motorcycles had to combat extreme weather and atrocious road conditions but the men and their machines emerged with no more than a few slight injuries. The development work of the BMW engineers had paid off and the backroom staff were able to start fine-tuning the new, and now proven, G/S machine.

The Press Impressed

By 1 September 1980 everything was ready. The BMW R 80 G/S was introduced to the international press in the French city of Avignon. Less than 21 months had elapsed since the project was launched and those involved at BMW were anxious to see the reaction. With a dry weight of just 167kg, it was the lightest 800cc motorcycle available. It had a ground clearance of 218mm – and its spring travel of 200mm at the front and 170mm at the rear delivered off-road qualities to satisfy most riders.

The enthusiasm among journalists at the launch of the new motorcycle was universal. One magazine described it with tongue in cheek as ‘the best road motorcycle from BMW’, so impressed were they by its handling qualities. A summary of all the G/S test rides indicated that the new BMW concept had produced ‘A motorcycle for all terrain’. The 800cc BMW R 80 G/S was not only the largest capacity of any enduro machine with road capability, but with a maximum speed of 168km/h it was by far the fastest.

Customers go for the G/S

On 19 September, when it was shown to the public at the IFMA (international motorcycle show) there was a huge crowd around the BMW stand. The public were anxious to see the ‘Bavarian all-rounder’, which had already received so many compliments in the press. Enthusiasm on the stand was converted into orders and by the end of 1981 a total of 6,631 machines – more than twice the number originally planned – had left the workshops in Berlin. One in every five BMW motorcycles sold was a G/S. It meant that the enduro tourer was making a decisive contribution to BMW’s steadily rising sales figures – and to this day, 30 years after the launch – the market segment has maintained its enormous importance for BMW.

Success in the Desert

BMW set its sights on the toughest and most prestigious off-road event in the world, the Paris-Dakar Rally. First staged in 1979, the race distance was 9,500km – and a mere 30 per cent of the route was on surfaced roads. In 1979 Fenouil, the only BMW rider, retired with a technical fault.  In 1980, Hubert Auriol signed on as the second BMW France rider alongside Fenouil and was in the lead after 11 stages, but in the 12th he was disqualified for unauthorised assistance. By finishing in fifth, Fenouil earned a succès d’estime.

The following year BMW went to the start with three motorcycles prepared by HPN. Auriol was the first to reach Dakar and he was to repeat BMW’s overall victory in 1983. In 1984 and 1985 the Belgian Gaston Rahier also won the Paris-Dakar. With four victories in the Paris-Dakar, BMW had provided impressive proof of the off-road potential of the G/S.

Riding the G/S into the Distance

While BMW offered a substantial range of accessories for the G/S, a second market established itself, specifically designed to meet the demands of long-distance travel. In 1984 BMW brought out a special ‘Paris-Dakar’ model. A 32-litre tank with the striking Paris-Dakar logo, a single seat and generous luggage rack gave it the appearance of a competition machine.

The G/S sold supremely well and success attracted not only admirers, but also imitators. It was clear that BMW could not rest on its laurels and would have to defend its position as market leader.

The Successors

The result of further development was presented to the public for the first time in Florence on 24 August 1987. The successor models were called the R 80 GS and

R 100 GS – the oblique stroke in the designation had been dropped.  With the 1000cc R 100 GS, BMW was once again able to offer the largest engine enduro machine on the market. However, it was not the engine – already sufficiently well known from the road models – that attracted attention. Once again it was the rear suspension and frame that had seen substantial modifications.

In addition to the ‘Paralever’ – as the new suspension arm was named – there were numerous detail improvements incorporated in the new GS. For example, the frame and rear end were given additional reinforcement and a new Marzocchi telescopic fork was fitted to the front wheel. The front brake disc was enlarged and a larger Brembo brake calliper fitted. The wheels were of the new cross-spoke type and enabled the use of tubeless tyres. The tank capacity was increased to 26 litres and the longer and wider saddle promised more comfort – as did a small windscreen, which was introduced as standard on the R 100 GS and available as an accessory for the R 80 GS.

The Entry-level Model

Alongside the two big machines, and specifically for the German market, BMW introduced a 27bhp entry-level model, the R 65 GS. However, the bike was only granted a brief production life. In three years no more than 1,727 units had been sold and the R 65 GS was removed from the range in 1990.   A 10th birthday upgrade In 1990, on the 10th anniversary of the GS series, extensively redesigned versions of the R 80 GS and R 100 GS were presented at IFMA in Cologne. The basic models now had a fixed cockpit fairing with external tubular frame. Also new was an adjustable wind deflector and suspension strut, a rectangular headlamp, and instruments borrowed from the K series.

A New Dimension

The R 1100 GS made its debut at the Frankfurt Motor Show in September 1993. With its audacious styling and impressive size – compared with the R 100 GS – the new model was 65mm higher and kerb weight had increased by 23kg. The R 1100 GS hit the enduro market like a bombshell. Many observers openly expressed doubts as to whether a motorcycle of such dimensions would be at all suitable for adventure touring. But public demand for the new ‘Über-Enduro’ was enormous – by the end of 1994, the production line at BMW’s Spandau plant had despatched 9,500 units.

The Telelever

At high speeds, the height and aerodynamics of the R 1100 GS might have made it difficult to ride. The problem was solved by a chassis design taken from the R 1100 RS where the frame had been constructed in three sections – with the engine and gearbox housing forming a single, stressed unit. The rear wheel was fitted with an improved Paralever single swing-arm and the front with BMW’s new Telelever. The latter, which had also been introduced a year previously on the R 1100 RS, was a combination of telescopic fork and a leading link between the bridge of the fork and the frame. In conjunction with an anti-dive feature this technical solution guaranteed outstanding responsiveness and a high degree of rigidity, thereby preventing a hardening of the suspension when the brakes were applied.

Farewell to the Twin-valve Boxer

The end of the air-cooled, twin-cylinder horizontally-opposed engine was imminent. This engine design, which since 1923 had been inseparably linked with BMW motorcycles, was no longer able to meet the severe restrictions on noise and exhaust emissions. Thus at IFMA in 1994, BMW introduced a Classic Edition of the successful twin-valve engine. The GS Special – in elegant black with silver transfers – continued to be manufactured until January 1996. At that point, the era of BMW’s twin-valve enduro models appeared to have finally come to an end.

Despite this, BMW went back to work and produced the R 80 GS Basic.  With its 19.5-litre tank and white paintwork it was outwardly reminiscent of the original G/S of 1980, albeit fitted with second generation Paralever technology. In a few months over 3,000 units had left the Berlin factory. The last R 80 GS Basic and thus the last BMW twin-valve boxer engine machines came off the line on 19 December 1996.

In September 1998, at INTERMOT in Munich, the R 850 GS was launched as the little brother to the 1100. The engine (from the R 850 R Roadster) was introduced in 1994 and developed 70bhp (52kW) but was also available in a downgraded 34bhp version. The R 850 GS was only produced for three years and in 2000 a single-cylinder model, the F 650 GS, replaced it.

Historic Triumph in the Desert

In 1998 BMW celebrated a comeback in cross-country sport when, after a gap of 13 years, it again entered a works team in the Paris-Dakar Rally. This time, the four-man team was not riding big boxer machines but single-cylinder motorcycles based on the F 650 GS. Their expectations were deliberately modest and the main objective was to finish the course. Results proved disappointing and a mediocre 35th place and three retirements were added to the record.

The major competition the following year came from Austria: 75 riders, nine of them in the works team, were riding KTMs. No less than 12 trucks provided servicing facilities. However, the small BMW team held their own against superior forces. Richard Sainct, who had only joined the team in 1999, won the motorcycle category, repeating the success of Auriol and Rahier in the 1980s, to give BMW its fifth victory in the event. The fact that all four BMW starters completed the course was proof of the reliability of the single-cylinder enduro bike – and the excellence of the riders.

In 2000, BMW entered six motorcycles. In addition to four single-cylinder models there were once again two boxers on the starting line. The two R 900 RRs had been built by HPN and their high-revving 900cc power unit developed 90bhp at 8,200rpm. BMW once again celebrated a historic triumph in the Dakar when Richard Sainct repeated his success and BMW also took 2nd, 3rd and 4th places. Between the three single-cylinder models, Jimmy Lewis had ridden his boxer into third position.

The F 650 GS

When BMW introduced the F 650 GS in January 2000, under the fairing was a completely reworked F 650 Funduro. For the first time on any single-cylinder motorcycle BMW had fitted digital electronics to control the ignition and fuel injection. The F 650 GS was also the first single-cylinder motorcycle to employ a three-way catalyst as standard. This meant that BMW was once again a pioneer in environmental protection and in 2000 was the only manufacturer whose entire range was fitted with the most effective form of exhaust gas cleaning.

The F 650 GS was introduced in two variants to include a F 650 Dakar model for more intensive off-road use. The concept of the ‘small’ enduro caught on quickly and by the end of 2000 BMW had manufactured over 18,000 F 650 GS machines.

Model Development with the Boxer GS

After six years, and over 40,000 sales, the R 1100 GS was replaced by the R 1150 GS. Output was increased by 5bhp between 3,000 and 6,500rpm and torque was consistently in excess of 90Nm, which gave the R 1150 GS superior acceleration in all riding situations. The chassis and frame were subject to numerous detailed modifications, beginning with the improved Telelever fork, through a shorter Paralever suspension arm, to an optimised rear-end frame. In addition there was a reworking of the design, which set the R 1150 GS apart from its predecessors in terms of appearance. With the R 1150 GS, BMW asserted its lead in big enduro tourers and was able to stay ahead of competitors who were also crowding into the lucrative market segment.

The Ultimate GS for Adventure and Global Touring

For global travellers BMW brought out a new model in the spring of 2002, which was named the R 1150 GS Adventure. In doing so, BMW not only offered a comprehensive range of special equipment and accessories but also modified the standard GS features. Suspension play was enlarged by 20mm on each wheel to 210mm at the front and 220mm at the rear. On the rear wheel a Showa suspension strut with travel-dependent damping was used. The front wheel was fitted with the EVO brake and as an option BMW offered Integral ABS anti-lock braking system.

Further modifications were principally designed to enhance the comfort of the rider; for example, the windscreen and front mudguard were lengthened and widened. This gave better protection from wind, weather, spray and mud. Hand protection and protection from handlebar jolting were standard features and under-the-engine protection was also strengthened. In place of the 22-litre fuel tank, customers could opt for a 30-litre tank. Adequate stowage space was provided by a set of aluminium cases specially designed for the Adventure – the two side cases and a top box provided 105 litres of space. There was even a large cylinder protection bracket, protective grille for the headlamp, and a fog lamp also with protective grille.

With these special accessories BMW could once again claim to be a system provider and offer the globetrotting community ‘one-stop shopping’ as a complete solution.

A New Benchmark – the R 1200 GS

In summer 2004, BMW presented a new generation of its classic enduro model. Rather than facelift the existing R 1150 GS, the company decided to create a new motorcycle, the R 1200 GS, which would offer all the advantages of the predecessor models but in a far more dynamic form.

The new model was an industry surprise and weighed only 199kg dry – a reduction of 30kg compared with the

R 1150 GS. However, the low weight was not achieved through compromise. On the contrary, the R 1200 GS surpassed its famous predecessor in every respect and set new standards of agility, handling and reliability.

With a capacity of 1200cc the boxer engine was the largest ever fitted in an enduro machine. With an output of 100bhp (74kW) and a maximum torque of 115Nm, the GS guaranteed a supreme power curve and sufficient pulling power at all engine speeds – on or off-road. Thanks to the first-time use of a counterbalanced crankshaft in a boxer, the engine generated less vibration than its predecessors despite being larger in cylinder capacity.

An important factor for long-distance travellers was that the engine, although tuned for super-grade unleaded petrol, would happily run on normal fuel without any manual adjustment. Fuel consumption was been improved by eight per cent compared with earlier models, and power output and torque were raised by nearly 18 per cent.

The R 1200 GS had an unmistakable appearance and every detail of the new bike underwent modification and weight optimisation. All these improvements were also featured just over a year later on the BMW R 1200 GS Adventure, which now replaced the BMW R 1150 Adventure. With all this going for it, the R 1200 GS couldn’t fail to be a success, and after just three years, sales of the two large BMW enduros had already topped the 100,000 mark.

HP2 Enduro

For many boxer fans, this was a dream come true. Never before had a boxer model been this athletic and had such radical off-road capabilities. There had already been plans for a radical off-road boxer years before, but not until the lightweight R 1200 GS was a suitable technical basis available for developing such a machine.

The engineers had already gained experience with the tubular space frame from working with the R 900 RR, while for the engine and driveline they were able to draw on the R 1200 GS. The air spring strut and TDD telescopic fork gave the bike competitive speed on the worst imaginable off-road trails. Here the HP2 Enduro went way beyond all previous GS models. The handling, heavily influenced by the 21-inch front wheel and the light weight of the bike, was unrivalled too. But obviously such a machine could neither be cheap nor meet a wide spectrum of wants and needs. The production run was consequently limited to 2005 and 2006.

F models Continue to be as Popular as Ever

In 2008, the F 650 GS and its sister model the F 650 Dakar, were replaced by a brand new F 800 GS twin-cylinder model. The new models are powered by a parallel twin-cylinder engine taken from the F 800 S and F 800 ST street models, which were launched in 2006.

The F 800 GS enduro is not only equipped with the same engine as the 800 series street machines but also with the same tubular space frame. With a 21-inch front wheel, large ground clearance and more than 200 millimetres of spring travel, it can take on any type of terrain, while on the road its agile, 85hp engine powers it vigorously up to the 200km/h mark.

However, with the parallel twin-cylinder engine, liquid cooling and chain drive to the rear wheel, this was a completely different technical concept from that of the tried-and-tested boxer models. The particular strengths of the twin-cylinder 800 model are its compact and robust design, outstanding fuel economy and agile performance.

In 2008, the company then brought out a new version of the F 650 GS. In fact, the displacement of this model – 798cc – was the same as that of the F 800 GS. The only difference was that it was a little more softly tuned than in the F 800 GS version, making it more suitable for less experienced riders or those with a more leisurely riding style. The single-cylinder F 650 GS predecessor is still in production in Brazil, but only for specific markets.

The GS Models just keep getting Better

In 2007 the R 1200 GS underwent a facelift that introduced a large number of detail improvements. It became more agile with the incorporation of the six-speed transmission from the HP2 Sport street bike. The GS now shared its pistons and camshaft with the R 1200 R and RT, raising maximum output to 105hp at 7,500rpm. Seat and handlebar comfort was further improved and visually, the revised GS can be identified by the striking light-alloy side covers on the fuel tank and LED rear light.

Modernised yet again: the GS at 30

To mark its 30th birthday, the evergreen GS boxer engine was given a sporty makeover, with the 2010 models inheriting the high-tech cylinder heads of the meteoric HP2 Sport. Since an all-out focus on maximum power would have conflicted with the versatility that continues to be the hallmark of the boxer engine, the increase in output is relatively moderate, to 110hp at 7,750rpm. A more important priority was to ensure a further increase in torque over a wide rpm range. The increased compression ratio allows the GS to achieve outstanding fuel efficiency.

The GS and its sister model, the Adventure, have for many years been not only the most popular BMW motorcycles, but in some countries the best-selling motorcycles overall. Clearly, the fathers of the original R 80 G/S had the right instinct when they went against the trend and opted instead to create an all-rounder with strong touring qualities.

Thirty years have passed since the launch of the BMW R 80 G/S. In three decades that segment of the world market has grown tremendously and BMW, as a pioneer with each new model, has set the standard for a harmonious synthesis of off-road and on-road qualities. BMW still represents the benchmark in this market segment today. Indeed, more than 500,000 customers around the world can vouch for the talents of the GS models and their incomparable boxer engine.

Thanks to this range of models and a pride in 30 years of achievement, BMW Motorrad can look with optimism at the future of the enduro market.

This year there are no end of surprises in store at this mega-event.

There is fascinating motor racing to discover such as the first LEV (Low Emission Vehicle) championship, demo shows and breathtaking freestyle performances – including multiple World Stunt Riding Championship winner Chris Pfeiffer on his BMW F 800 R.

You can also demonstrate your own motorcycling skills under professional guidance on e-scooters, electric bicycles, quads, travel enduro bikes, hard enduros and many other two-wheel vehicles.

As every year, the BMW Motorrad stand will once again be a real attraction. In Hall 6, BMW Motorrad exhibits in collaboration with Husqvarna on a surface area of 1,400 square metres. Here you can experience the entire world of BMW Motorrad, with all BMW Motorrad motoring racing highlights including an autograph session with the factory riders.

We will also be providing a preview presentation of the 2011 BMW Motorrad Lifestyle Collection as well as many other fascinating innovations by BMW Motorrad.

But the highlight of the year is the presentation of a world first. At INTERMOT BMW Motorrad presents a real revolution in the touring bike segment: the BMW K 1600 GT and the BMW K 1600 GTL. Two unique touring machines with a common engine: the lightest and most compact 6-cylinder in-line engine in a serial production motorcycle.

INTERMOT website may be found here.

As it stands, the list includes names such as Kawasaki, Honda, Yamaha, Triumph, Suzuki and Ducati.

Formerly the International Motorcycle and Scooter Show, the revamped NEC bike show is set to be the most popular since the event began in 1981.  This year there will be more emphasis on what visitors come to see – the bikes, as well as more opportunities to ride motorcycles under expert tuition and to see up to four freestyle motocross displays a day.

Similar to last year, the event will still offer a wide range of opportunities to buy merchandise and to see the more eccentric motorcycle designs offered by Carole Nash’s Britain’s Got Biking Talent for example. 

BMW Motorrad will be displaying the brand new range of colours for our 2011 models, including two exciting new colours for the S 1000 RR.  They will also be showing off their whole range of class leading Rider Equipment, such as jackets, suits and helmets on a stand which BMW Motorrad aim to be awarded the best stand at the show once more.

The show will be the first opportunity for UK buyers to see BMW’s new range of 2011 motorcycles; including the new K 1600 GT and K 1600 GTL – plus a few surprises.

Carole Nash Motorcycle Live runs from 27th November to 5th December 2010 at the NEC, Birmingham.

BMW Motorrad press images & specifications may be found here.

Unfortunately they seem to be making this a freight only route and ceasing passenger operations.

This seems to be a backward step by DFDS which means the nearest passenger/vehicle ferry is the DFDS service from Newcastle to Ijmuiden.

DFDS Press Release:August 20th 2010

Please note that from the 15th December 2010 DFDS Seaways will be expanding its freight service from Rosyth to Zeebrugge to a two-ship operation, allowing freight capacity on the service to be improved. However, the route will no longer operate as a combined passenger and freight service, and therefore the passenger service will be withdrawn from this date.

The latest edition has just arrived & contents may be seen here.

Contents & subscription details may be found here.

BMW K 1600 GT and BMW K 1600 GTL-Fascination with six cylinders.

(Dutchman’s Next Motorcycle…………………..?)

Since BMW Motorrad presented the concept study Concept 6 in autumn 2009, the six-cylinder in-line engine featured in it has captured the imagination of many motorcycle fans. With BMW, six-cylinder in-line engines have stood for fascinating engine technology in automobiles for over seven decades, in a way which is unique among brands. In the near future, BMW motorcycles will also be available with an internally developed six-cylinder in-line engine.

With the BMW K 1600 GT and the BMW K 1600 GTL, BMW Motorrad is penetrating a whole new dimension in the Touring world of experience . Both motorcycles stand for a supreme, impressive and equally distinctive appearance, arousing a desire to travel at first sight.

This press release contains a range of information on all aspects of BMW Motorrad’s new touring bikes. Additional data and background information will be added for the world premiere.

Riding dynamics, long-distance suitability and comfort.

For decades, six-cylinder in-line engines have offered a special fascination. In addition to their perfect running smoothness they also offer supreme output and torque, giving the rider powerful emotional impressions, too. And of course the sound of a six-cylinder engine is beyond compare.

In addition to safety, equipment and prestige, the key criteria for a supreme touring bike are comfort and dynamics. With the most compact in-line six-cylinder engine in serial motorcycle production to date, the K 1600 GT and the K 1600 GTL penetrate a whole new dimension in terms of riding properties, long-distance suitability and comfort. They combine maximum agility and riding dynamics with a luxurious overall package. With an engine output of 118 kW (160 bhp) and a maximum torque of approx. 175 newton metres, their six-cylinder engine provides superb propulsion in all conditions.

BMW K 1600 GT with active riding ergonomics for proactive touring.

The dynamic touring bike BMW K 1600 GT is characterised by an active seating position which nonetheless offers a high level of long-distance comfort. The reason for this is the favourable set-up of the ergonomics triangle made up of footrests, seat and handlebars. The K 1600 GT has a very extensive range of standard features ex works consisting of xenon (HID) headlight, heated grips and seat, cruise control and on-board computer. These features in conjunction with the supreme riding qualities of the new BMW Motorrad six-cylinder engine leave nothing to be desired for the proactive tour rider.

BMW K 1600 GTL with very comfortable, relaxed ergonomics set-up for long trips with pillion passenger.

The luxurious touring bike BMW K 1600 GTL meets the highest demands. Rider and pillion passenger benefit from the relaxed, upright seating position as is especially appreciated over long distances. The ergonomics design is geared towards even further enhanced comfort and derives from a two-level seat in conjunction with rider footrests which are positioned further forward and lower down, as well as handlebars which reach further back. The standard topcase rounds off the range of comfort features for the pillion passenger. Like the K 1600 GT, the K 1600 GTL has a very extensive range of standard features consisting of xenon headlight, heated grips and seat, cruise control and on-board computer. The overall impression of this fascinating six-cylinder motorcycle with a carefully conceived storage concept, audio system as standard and numerous design elements make the BMW K 1600 GTL the flagship among BMW touring bikes.

An overview of highlights of the BMW K 1600 GT/GTL.

• Supreme in-line six-cylinder engine with a high level of pulling power, especially in the lower and medium engine speed range.
• Engine output 118 kW (160 bhp) at approx 7 500 rpm and maximum torque approx. 175 Nm at approx. 5 000 rpm.
• Over 70% of maximum torque available from 1 500 rpm.
• Lightest and most compact six-cylinder in-line engine in serial motorcycle production, weighing just 102.6 kg and measuring 560 mm in width.
• Consistent lightweight construction throughout the entire vehicle (magnesium front panel carrier, aluminium rear frame, crankshaft etc.).
• E-Gas (ride-by-wire).
• Three modes to choose from (“Rain”, “Road”, “Dynamic”)
• High active safety due to standard BMW Motorrad Integral ABS (part integral).
• Traction control DTC (Dynamic Traction Control) for maximum safety when accelerating (optional extra).
• Chassis with Duolever and Paralever and ideal concentration of masses for dynamic riding properties combined with optimum comfort.
• Electronic Suspension Adjustment ESA II for optimum adaptation to all uses and load states (optional extra).
• World premiere in motorcycles: Adaptive Headlight (optional extra) in conjunction with standard xenon headlight and lighting rings for increased safety at night.
• Integrated operating concept for the first time with Multi-Controller, TFT colour screen and menu guidance.
• Audio system with preparation for navigation device and controllable interface for iPod, MP3, USB, Bluetooth and satellite radio (only USA and Canada) (standard in the K 1600 GTL).
• Innovative design with outstanding wind and weather protection.
• K 1600 GT with active riding ergonomics for proactive touring.
• K 1600 GTL with very comfortable, relaxed ergonomics set-up for long trips with pillion passenger, as well as luxury touring features.
• Extensive fittings and individually tailored accessories at the familiar high level of BMW Motorrad.

First official BMW press images may be found here. ]]> http://dutchblog.net/?feed=rss2&p=191 0 http://dutchblog.net/?p=187 http://dutchblog.net/?p=187#comments Fri, 05 Mar 2010 10:20:49 +0000 Dutchman http://dutchblog.net/?p=187 SOLD!

Pending the arrival of my next ‘bike my beautiful R1200RT-SE is now for sale:

First Registered:24th April 2008

Mileage:8583

Tax Expires:30th April 2010

BMW Warranty Expires:24th April 2010

12 month Extended Insurance Warranty from 25th April 2010.

Bridgestone Battlax BT-021 tyres fitted at 6139 miles (No more than 20% worn).

As well as having the fullest factory specification & options there are also in excess of £4000.00 worth of accessories fitted.

• Biarritz Blue & Silver Lower Panels
• Chrome Exhaust
• Cruise Control
• Tyre Pressure Control (TPC)
• Electronic Suspension Adjustment (ESA)
• Automatic Stability Control (ASC)
• Heated Seats
• Heated Grips
• Radio & CD Player with MP3 Connection
• Power Sockets x 3
• 49 Litre Topcase
• 3 x BMW Luggage Inner bags
• BMW Tank Bag with 12v power and MP3 connection
• Alloy Engine Protectors
• Rear Mudguard Extension
• Front Mudguard Extension
• Pannier Protectors
• Garmin Zumo 550 GPS
• Garmin GTM 12 Traffic Receiver
• Baehr Ultima XL Communications System (Including two helmet head-sets fitted to your own helmets)
• GPS Mount
• BMW Alloy Oil Filler Cap
• Wunderlich Brake Pedal Extender
• Wunderlich Side Stand Extender
• Wunderlich Bar Risers
• Wunderlich Front Fender Extension
• Stebel Magnum Horn
• Triboseat Pillion Seat Cover
• BMW Auxiliary Mirrors

£9495.00

(ONO)

If you have any questions or wish to arrange viewing (In Edinburgh) my contact details are below:

iphone@dutchman.org.uk

07715 537073

It’s a fabulous collaboration and your download copy of this charity single can be obtained now by clicking the link below:

You can also click on the image below to find out more about The Prayer for Haiti….

A lawyer has told how he successfully completed the world’s toughest endurance race, despite cracking his ribs in a crash.

Paul Carlyle, 38, who lives in Leith, quit his day job for a month to compete in the notorious Dakar Rally.

He said he was “over the moon” to become only the second Scot ever to complete the rally on a motorbike.

But Mr Carlyle revealed how a “stupid” crash 11 days into the race nearly brought a premature end to his dreams.

The lawyer, from South Lanarkshire and who now lives in Edinburgh, said: “I went out and found a nice fast bit of track which I was really enjoying riding.

“I started passing a lot of riders, just riding a little bit faster than I had been doing. I made a small mistake in the dust and next thing I know I’m flying through the air.

“I cracked a couple of ribs. I think I landed on my head and I’d given my neck a bit of a shake around, some soft tissue damage, but I was able to get back on the bike and continue riding.

“Once I got on the bike I was fine.”

The rally, which historically ended in Dakar, Senegal, took place in South America for the second year running this year.

Starting in Buenos Aires, Argentina, the route headed north over the mountains to the Atacama desert in Chile then headed south to the Chilean capital, Santiago, and back to Buenos Aires.

Mr Carlyle, who could not ride a motorcycle 10 years ago, had to travel the equivalent of the distance between London and Edinburgh, off road, every day for more than a fortnight earlier this month.

The intellectual property lawyer, a partner at Shepherd and Wedderburn in Edinburgh, caught the Dakar bug when he got to know former winner Frenchman Cyril Despres at a charity event in the Moroccan desert.

On Thursday he spoke of his delight at finishing the 5,600-mile marathon after five years of planning for it.

He said: “My plan and ambition was to get to the rest day half-way through. I thought that was a realistic target, so I’m over the moon to get to the end.”

Mr Carlyle was helped during the race by mechanic Tony Woodham and Patsy Quick of Team Desert Rose Racing.

Great winter reading & well worth the subscription.

It contains full details of more than 20 professionally organised overseas motorcycle tours as well as BMW Off Road Skills & Rider Training courses based here in the UK.

Details & availability of all World of BMW Tours/courses may also be found here

BMW System 5 Helmet

In addition to the new BMW System 5 helmet described here I also have the following for sale:

Size:54-55

Colour:Magnesium Matt Metallic

Condition:Nearly new & used only a couple of times….

Complete with original BMW Motorrad draw-string helmet bag.

Item currently listed on eBay….

Six-cylinder power units have always had particular appeal, offering not only supreme smoothness and refinement, but also superior power and performance as well as a truly emotional driving – or, in this case, riding – experience. A further point is that the typical sound of a straight-six almost like a turbine is absolutely incomparable, with straight-six power units at BMW having stood for fascinating engine technology in BMW cars for more than seven decades.

Looking at motorcycles, inventive engineers have also tried time and again to offer the enthusiast the thrilling concept of a straight-six power unit. But while a few engines in straight-six configuration have indeed been fitted in motor­cycles both lengthwise and crosswise, the straight-six has never really made a genuine breakthrough neither on production models nor in motorcycle racing.

Depending on the way the engine was fitted, six cylinders in-line inevitably made the engine either very long or very wide, creating disadvantages in terms of the running gear, weight distribution, and the centre of gravity. A further drawback was much higher engine weight usually setting off the benefits of extra engine power.

The BMW Concept 6 now proves that a straight-six, benefiting from the most advanced construction and production technology, may offer not only unique prestige, but also a supreme standard of riding dynamics.

The new BMW straight-six will further expand the K-Series in the foreseeable future. The first model to be introduced will be an innovative and luxurious BMW touring machine. Reflecting the tradition of the BMW K-Series, this will of course be a genuine top-of-the-line product.

Highly compact and dynamic six-cylinder.

The starting point for this dynamic introduction of the straight-six in the new Concept 6 from BMW Motorrad is of course the extremely compact form and configuration of the engine. The power unit is approximately 100 mm or 4″ slimmer than all former straight-six production engines and only a bit wider than a large-capacity straight-four with conventional technology.

The reduction in width is achieved in particular by the slightly over-square bore: stroke ratio with relatively long stroke and very small gaps between cylinders. To achieve this very compact configuration with minimum width, the electrical ancillaries and their drive components are positioned behind the crankshaft in the open space above the transmission.

High-tech lightweight construction in all areas serves to make the power unit relatively light from the outset, important components in this context being the two hollow-drilled camshafts and the very light connecting rods. The perfect compensation of masses ensured by the configuration and layout of the engine avoids the need for a balance shaft and its drive elements on the new straight-six, which again means lower weight and enhanced running smoothness.

In its layout, the straight-six featured in the Concept 6 follows the well-known straight-four in the K 1300 model series, again coming with cylinders tilted to the front by 55o. This ensures not only a low centre of gravity, but also very good weight balance as an element essential above all under sporting conditions for precise feeling and clear feedback from the front. A further advantage is that the tilted engine provides extra space for the aerodynamically positioned intake manifold directly above the engine and allows ideal configuration of the frame profiles following the flow of power.

The straight-six featured in the BMW Motorrad Concept 6 comes with dry sump lubrication. Apart from greater reliability even under extreme conditions, dry sump technology serves to keep the crankcase particularly low and flat, with the engine being fitted lower down and masses concentrated around the centre of gravity. Doing without an oil sump, the engine may be positioned far lower than on a conventional layout.

The oil reservoir is provided by an oil tank integrated at the rear of the engine block. This avoids the need for a separate tank, again helping to make the entire power unit more compact and reduce weight to a minimum.

Maximum supremacy in running refinement and performance.

Designed and laid out as a straight-six, the engine also opens up new dimensions in motorcycling in terms of supremacy, power reserves, performance and running refinement.

Output of the new six-cylinder will be in approximately the same range as on BMW’s 1.3-litre straight-four power units. Torque, on the other hand, will be right at the top of the range, even in comparison with the largest motorcycle engines, such superior power and muscle coming inter alia from engine capacity of no less than 1.6 litres.

The engine’s power and performance characteristics are equally impressive, offering 130 Nm or 96 lb-ft of torque from just 2,000 rpm and at the same time revving up almost to 9,000 rpm – a dynamic potential quite unparalleled in the tourer segment. This alone qualifies the engine of the Concept 6 as the ideal power unit for a wide range of different motorcycles.

Environmental compatibility and all-round economy re-defined.

The Concept 6 shows the absolute supremacy of its six-cylinder drive system also in ecological and economic terms. Fuel consumption of this six-cylinder naturally equipped with a fully controlled catalytic converter is lower than on a comparable four-cylinder under normal touring conditions. The use of E-gas technology (ride-by-wire) then offers further potentials for enhanced fuel economy and riding dynamics throughout a wide range of different riding modes and conditions. And last but not least in this context, the straight-six power unit featured in the Concept 6 offers long inspection intervals through the use of cup tappets controlling the engine valves.

Dynamic and powerful design in Café Racer style.

Supremacy and dynamism are also borne out clearly by the thrilling design of the Concept 6 and, as usual, this project from BMW Motorrad is more than “just” the attempt to develop a motorcycle of a kind never seen before.

Working on Concept 6, the designers at BMW Motorrad have therefore focused yet again on technical function and quality and, in particular, the emotional element bringing together man and machine. Their rule, quite simply, is that a motorcycle must not only follow the laws of functionality, but also arouse emotion in all its facets. In a nutshell, therefore, the machine must be simply thrilling.

Precisely this is why the design of the Concept 6 focuses in particular on the powerful straight-six engine as the heart of the machine. Conceived as a mixture of classic and modern styling elements in motorcycle construction, the Concept 6, with its long front end and short rear, takes up the design language of the legendary Café Racer. Powerful and muscular, the body elements extend around the power unit finished in a special platinum colour, presenting the engine almost adoringly from every angle.

Smooth and soft lines ensure fully organic integration of the power unit within the machine, while at the same time they create a powerful, exciting and dynamic contrast to the sharply contoured front and rear ends.

The so-called Split Face, a well-known design element of the latest models from BMW Motorrad, extends smoothly from the front of the fairing all along the top of the fuel tank made of carbon-fibre, again confirming the high technological standard of the Concept 6 and forming an exciting contrast to the outer shell in aluminium with its white layers. The division into three sections created by the Split Face is further accentuated at the front by the LED headlight integrated longitudinally in the machine in its rod shape and by the slender LED rear light extending far up into the seat hump.

The powerful and supreme character of the Concept 6 is also underscored by the six-chamber exhaust system complete with sidepipes and the strong presence of the intake ducts again finished in platinum look. Aerodynamic components such as the twin-tipped engine spoiler and the air guide elements derived from the design of the new S 1000 RR Supersports, on the other hand, bridge the gap between functional and clearly visible technology, on the one hand, and the soft and smooth design of other body elements, on the other.

Innovative suspension technology and equipment

The suspension of the BMW Motorrad Concept 6 is built around a light-alloy bridge frame as well as Duolever and lightweight Paralever arms holding and guiding the wheels front and rear. Seventeen-inch HP forged wheels as well as the extra-large brake system with its six-piston fixed callipers emphasise the sporting look of the new machine and its high level of technology.

The outstanding supremacy of the Concept 6 and its drivetrain is also reflected by details such as the instrument panel intentionally kept in minimalist design but nevertheless completely equipped with all the instruments and gauges required. While a digital display performs its usual function of clearly presenting road speed, there is intentionally no rev counter on account of the supreme flow of power at all speeds. So instead of a conventional rev counter, a LED display shows the rider at all times how much torque is readily available whenever required.

Overview of the main features of the new R 1200 RT:

• New, even more dynamic engine with two overhead camshafts per cylinder.
• Maximum torque increased to 120 Nm (88 lb-ft) at 6,000 rpm, maximum output remaining at 81 kW (110 hp) at 7,750 rpm.
• Increase in maximum engine speed from 8,000 to 8,500 rpm, with an even broader useful range of engine speed.
• Significantly improved torque, traction, pulling force, and acceleration.
• Even more spontaneous and direct response with optimum dosage of power and significantly improved load change behaviour.
• Torque curve even smoother and more homogeneous.
• Cylinder head covers now with two instead of four fastening bolts and in new, even more dynamic design.
• Electronically controlled exhaust flap for superior and powerful sound.
• ESA II Electronic Suspension Adjustment with damping, spring base and now also spring rate adjustable at the touch of a button.
• BMW Motorrad Integral ABS featured as standard in the partly integrated version.
• Fairing in new design with protection from wind and weather improved once again.
• Re-designed cockpit with visor.
• New control units and hydraulic reservoir.
• Electronically controlled windshield with optimised aeroacoustics and improved transparency.
• New audio system with controllable interface for a USB/MP3 and iPod, operated through the Multi-Controller.
• Adjustable footshift lever.
• Hard-shell cases (each with a capacity of 32 litres) featured as standard, with accurately fitting four-point lock system and cover finished in body colour.
• Tank railing for conveniently fastening accessories.
• New colours for the R 1200 RT: Polar metallic, Ostra Grey metallic matt, Thunder Grey metallic, multi-colour paintwork in conjunction with Thunder Grey metallic base colour.
• Extended range of optional extras and special equipment tailored to the R 1200 RT, naturally in top BMW quality.

BMW press release (PDF) may be found here.

More images may be found here.

The main features of the new BMW R 1200 GS and the new BMW R 1200 GS Adventure at a glance:

• New, even more dynamic drivetrain now with two overhead camshafts per cylinder and valves in radial arrangement.
• Increase in engine output by 5 per cent to 81 kW (110 hp) at 7,750 rpm and maximum torque to 120 Nm (88 lb-ft) at 6,000 rpm.
• Increase in maximum engine speed from 8,000 to 8,500 rpm with an even wider range of useful engine speed.
• Significantly better acceleration, torque and pulling power.
• Electronically controlled exhaust flap for even more muscular sound.
• Colour variants of the R 1200 GS: Alpine White non-metallic, Magma Red non-metallic, Ostra Grey matt metallic, Sapphire Black metallic.
• Colour variants of the R 1200 GS Adventure: Smoke Grey matt metallic, Brilliant Yellow metallic.
• Optional extras and accessories tailored to each model with BMW’s usual high level of quality.
• New additional headlight in LED technology for the R 1200 GS (accessory).

BMW press release (PDF) may be found here.

More images may be found here.

BMW press release (PDF) may be found here.

More images may be found here.

For the BMW Motorrad authority business worldwide, the Milipol exhibition in Paris is the most important show as it is dedicated to internal state security issues. This year will be the 25th anniversary of the Milipol exhibition and BMW Motorrad will be in Paris from 17 to 20 November to exhibit a range of motorcycles and rider equipment especially developed and dedicated for ‘authority’ use.

Held at the Porte de Versailles exhibition centre, the 16th edition of the Milipol show is only open to public and industrial security professionals, and covers areas such as law enforcement, anti-terrorism, the prison service, forensic science, border control, port and airport security, and of course road safety.

With more than 80 years in the authorities business, BMW Motorrad has a colourful history in this sector, with many of its machines covering the major needs of various groups, including courier services, presidential and dignitary escort duties, highway patrols, etc. The 2009 exhibition stand will include some exciting displays, including two new world premieres, which will be unveiled in the French capital. Authority machines on display that can be mentioned now include the R 1200 RT, the single-cylinder G 650 GS, the R 1200 GS civilian version in white, and the Firexpress R 1200 RT fire fighting motorcycle.

“With more than 110,000 police version motorcycles sold to authorities in more than 150 countries since 1970, BMW Motorrad is well prepared to welcome authority delegations from all over the world to our booth, as well as police and fleet managers,” said Torsten Löhner from BMW’s Worldwide Special Customer Sales division. “As well as the motorcycles, we will also present the Airflow and Police 5 authority motorcycle clothing suits, the new System 6 helmet, and boots and gloves from the civil collection.

“All authority motorcycles and rider equipment is developed and tested by BMW Motorrad’s research and development department in Munich. Besides the extensive range of options for civil customers, these special machines are equipped with many unique features, fittings and modifications especially for authority use. These include features such as LED lights for the front and the rear ‘pole’ that helps increase the visibility of the motorcycle and rider in dangerous or vulnerable conditions; siren; special authority panniers; and the option of ‘full interference suppression’ which avoids any possible problems with interference to the engine management and ABS functions caused by the use of radios and other communications devices.”

As well as being the only manufacturer to offer these specialised motorcycles completely developed and tested by its own R&D department, BMW Motorrad also has a dedicated assembly line in its Berlin factory that ensures all BMW Motorrad’s renowned quality controls apply to these unique motorcycles. As well as authority motorcycles, BMW Motorrad also offers a wide range of training and service activities – either directly or via its highly qualified organisation, and spare parts are available for up to 15 years after the end of a model’s production.

The last Milipol show was held in 2007 and attracted 956 exhibitors, with more than 26,000 visitors coming from 42 countries, as well as 58 official delegations and nearly 500 journalists who came to Paris to cover the event. With the 2009 Milipol exhibition celebrating 25 years of success, record visitor numbers are expected, so BMW Motorrad is looking forward to establishing many new contacts and welcoming visitors from all the major markets.

For more information on the Milipol show at the Porte de Versailles, please visit the www.milipol.com website, which is available in French and English language versions.

This is what a safe, environment-friendly and highly practical single track vehicle for city traffic could look like in the future. BMW Motorrad developed the C1-E study as a contribution to the European safety project eSUM. This study unit is based on the concept of the BMW C1. It is characterized by a very high level of active and passive safety and is driven by an electric motor.

The BMW C1-E provides exemplary protection for its rider. This is ensured by the safety cell with the conspicuous roll-over bar which dynamically spans the rider seat in combination with the energy-absorbing impact element at the nose end.

A further special point is that the C1-E rider wears a seat-belt. In the study this safety feature is highlighted by red belts and belt buckles.

Visually the concept vehicle expresses brand typical sheer driving pleasure and clearly distinguishes itself from typical scooter looks. Its lines are dynamically stretched and flow horizontally with a low visual centre of gravity. The fairing with its windscreen, the luggage space behind the rider and the side stand for effortless parking ensure high suitability for everyday riding combined with a high degree of wind and weather protection.

The electric motor employed in the study has been designed for city use and is based on components by the company Vectrix. The motor obtains its power from a lithium-ion battery and thus possesses sufficient power for mastering most inner-city traffic riding with ease. Alternatively the vehicle could also be equipped with an efficient, low-emissions internal combustion engine.

The safety features of the C1-E have been taken from the former BMW C1 and further enhanced. BMW’s avant-garde two-wheeler is regarded as a milestone in safety on two wheels. It is the only motorised single-track vehicle to be exempt from mandatory helmet wearing in almost all European countries.

This BMW Motorrad study is to remain the only model of its kind. Series production is currently not planned. Nevertheless, findings from the project will find their way into other future developments in the field of single-track vehicles.

eSUM stands for European Safer Urban Motorcycling. It is a cooperation project between major urban European motorcycling centres and motorcycle manufacturers.  The cities currently involved in the project include Paris, Rome, Barcelona and London and the manufacturers are BMW and Piaggio.

The advantage of two-wheeled transportation is that it offers a great opportunity for improving the flow of traffic in urban locations. Moreover, it is environmentally friendly and lends itself to individualisation. However, the vast majority of accidents occur in urban traffic, in areas where 80 percent of the population live. The idea behind eSum is to look into ways of countering this trend. The joint goal is the identification, development, and practical demonstration of measures which are able to guarantee safe motorcycle and motor-scooter transport in the inner-city traffic of the future.

One of BMW Motorrad’s major concerns over the last twenty years has been the improvement of motorcycle safety. This was amply demonstrated by the consistent strategy which has led to the Motorrad ABS and continued with its long-term ongoing development.

Only a few weeks ago, on August 31, the 1,000,000th BMW motorcycle with Integral ABS, a BMW K 1300 R, left the production line in Berlin-Spandau.

Since 2005, a series of further active safety features have been developed to enhance the safety BMW motorcycles still further: RDC Tyre Pressure Control, ASC Anti-Slip Control, the new Race ABS and the DTC Traction Control incorporated in the new BMW S 1000 RR, not to mention the innovative range of BMW Motorrad rider equipment.

Over and above this, BMW Motorrad is also conducting research into forward-looking rider assistance systems designed to increased road safety, as part of the ConnectedRide project. Features being looked at include cross-traffic and traffic-light assistance as well as a warning system for impending poor weather, road obstacles, an approaching emergency vehicle, or sudden braking manoeuvres.

For more information about eSUM please see:  www.esum.eu

More images may be found here.

The boxer-engine tourer is as popular as ever with owners and, as if to emphasise its touring capabilities, the RT also topped the Best Tourer category – for the fourth consecutive year.

Simon Weir, Deputy Editor of RiDE magazine summed up the R 1200 RT after a recent test, “The BMW RT is so much more than just a tourer. In standard form, minus any of its electronic trickery, heated everything, sat nav and radio, it’s simply an excellent motorbike. Well made, surprisingly sporty and boasting brilliant dealer support. A worthy winner, yet again, of RiDER POWER.”

RiDER POWER Survey awards reflect the opinions of serious motorcyclists. Not only was the R 1200 RT highly acclaimed; BMW rider clothing and dealer services were also commended by UK owners.

Customers voted the, new for 2009, K 1300 GT to a very creditable fourth in the overall standings, whilst the global-trotting R 1200 GS Adventure and bahnstorming K 1200 S gave BMW Motorrad four bikes in the top ten.

BMW Motorrad’s excellent dealer network and exemplary customer service was also recognised by the survey’s voters, with four BMW Dealers in the best top twenty in the country.

BMW Rider Equipment was also voted to be some of the best on the market with BMW leather jeans and jackets voted the best to crash in(!). Three of the top ten quietest helmets were BMW designed whilst  Motorrad’s highly technical textile suits were second in their very competitive class.

Adrian Roderick, General Manager of BMW Motorrad UK said, “I’m very honoured that not just BMW bikes but our rider clothing and dealer network have been voted by RiDE magazine readers to be some of the best in the country. Our team work very hard to bring customers the best of what being a biker is all about. We offer great bikes, state-of-the-art clothing and accessories and a customer focused dealer network. There is no higher accolade than that of acknowledgement from the bike riding public.”

Full details from the RiDER POWER survey are available in the November issue of RiDE magazine, on sale now

System 6 is the latest in a long line of motorcycle helmets that can trace its history back to 1981 and the first ‘System’ produced by the German manufacturer. Since then, developments in materials technology, crash test data collection and changing consumer requirements have propelled innovations in the helmet’s design.

Now, almost two decades later with the arrival of the System 6, BMW Motorrad has released its most accomplished helmet to date. Its predecessor – System 5 – proved popular; however BMW Motorrad was wary of becoming complacent in the highly competitive helmet sector, as Project Leader for Motorcycle Helmets Bernhard Neuheuser explains:

“Like everything in the world, the helmet industry is constantly changing. If manufacturers stand still, they get left behind, so there is the need to continually develop products. Competitors regularly release new products, so although the System 5 was a great product, we couldn’t be complacent and had to design a product that was even better than its predecessor – and that’s where System 6 comes in.”

In addition to boasting a minimal weight of 1,570g for the smaller shell version, the latest System 6 is one of the quietest flip-fronts on the market and comes with a drop down sun visor. It’s also more compact than System 5 with a cleverly designed chin bar pivot which optimises the size of the helmet when the chin bar is in an upright position.

As ever, BMW Motorrad has placed an emphasis on safety and System 6 possesses exceptionally high standards of impact absorption and has an extra neck band to prevent the helmet from twisting on impact, ensuring it remains in the best possible position on the rider’s head.

Before the helmet was made available to the public, the design was subject to intensive tests to ensure its integrity. The visor, for example, was lifted up and down 25,000 times, while the chin bar mechanism was tested 10,000 times in order to recreate the everyday strains it was bound to experience in the real world.

BMW Motorrad also tested the helmet’s aerodynamics and aero-accoustics in a variety of simulated weather conditions including wind, rain and extreme temperatures, all under the supervision of Neuheuser.

The Project Leader is immensely proud of the System 6, and in particular, the innovation and progress in technology that the helmet represents. “One of the most impressive aspects of System 6 is the four-lever mechanics within the chin part,” he says. “Traditionally, the chin part has just one pivot point, however the System 6 features four levers, resulting in a elliptic movement, rather than a circular movement. This has allowed the size of the helmet to be reduced dramatically when the chin part is up.

“However, the unique chin part is only one of many features that make the System 6 stand out,” he continues. “Our helmets are traditionally a combination of features that work together to create distinctiveness. For example, System 6 combines a sun visor, anti-fog feature and a reduced weight with the four-lever system, plus the forthcoming optional communications system will be unlike anything else on the market.”

With competition fierce in the motorcycle helmet sector, System 6 represents another step forwards for the German manufacturer and includes several new features for a BMW Motorrad safety helmet, including anti-fog technology and a sun visor. From August, System 6 will also be available with the in-helmet communications system option featuring Bluetooth technology and using BMW Motorrad’s Navigator IV system.

Although System 6 represents the pinnacle of technology at present, further advancements in visor design, construction techniques, materials and industry standards will inevitably lead to a successor to System 6’s crown from BMW Motorrad. So what does Neuheuser foresee these developments will be?

“The future for the motorcycle helmet sector is good, but it’s not easy to predict what advancements will be made as we are currently working with what is physically possible,” he says. “I can see electronic tinted visors proving successful in the future for example, but can’t see how carbon fibre construction will be economically viable. I think that it would be beneficial for a new standard to be introduced in the industry as this may prove to be the catalyst for further development and new technologies.”

Key features of System 6:

• Low weight: 1,570 g (smaller shell), 1,670 g (larger shell)
• Extra neck band to prevent the helmet from twisting
• Excellent aero-acoustics
• Chin guard with quadruple-joint mechanism
• Double visor as standard
• Drop-down sun visor.

More images may be found here.

Fittingly, riders with professional racing ambitions will find that the new DoubleR collection is a complete, tailor-made range of rider`s equipment, produced with only the finest materials and to a high level of manufacturing excellence. The products’ designs consciously reveal their close affinity to motorsport: just as much attention has been given to their look and comfort as to such factors as safety and a love of detail.

The DoubleR collection comprises a leather suit, helmet, boots and gloves. Together they make up a complete outfit, which is ideal not only for riders of the new supersports bike, the BMW S 1000 RR, but also for all other ambitious riders.

For the helmet and boots, existing successful products were taken and their design enhanced yet further, while the suit and gloves are completely new product developments. The DoubleR collection will be presented at the EICMA international motorcycle show in Milan this coming November.

DoubleR Suit – Superbike performance for the road.

The one-piece racing suit in BMW Motorrad motorsport design is made of  highly wear-resistant kangaroo leather, only 1.0 millimetre thick, making it 20% lighter than regular suits made of calf leather. It is also notable for its skin-tight fit.

The DoubleR suit is extremely pleasant to wear while also providing a very high level of active safety. The integrated and non-removable NP protectors at the shoulders, elbows, hips and knees offer a high degree of protection and are extremely effective in absorbing impacts.

The extended-length, removable back protector is anatomically formed in 3D to provide a wide area of protection and enhanced safety for the spine, shoulder blades and kidneys.

The collarbone is additionally protected by an integrated impact-absorbent material. The new, plastic-injected, INOX stainless steel shoulder and elbow sliders distribute the force peaks to the underlying protectors and facilitate sliding in the event of a fall. Replaceable standard-production sliders made of hard plastic are employed in the knee areas. A zip is also provided for integrating the BMW Neck Brace System.

The torso, sleeves and legs of the suit are strongly preformed in line with standard racing posture, while the hump, which is a typical feature for this segment, has the effect of improving aerodynamics. The perforated leather areas, together with the TFL® cool coating of the black leather, prevent the suit from becoming excessively hot in high temperatures. At low temperatures, the windblocker undervest, supplied with the suit, can be used to protect the rider from the cold. The pre-fitted knee sliders are supplied as standard, as is a high-quality suit bag.

The DoubleR suit will be available in the colour combinations blue/white/red and black/white/red.

DoubleR Helmet – consistent coordination work.

The DoubleR helmet has been developed from the Sport helmet model. The classic design employs the BMW Motorrad motorsports colours of blue/white/red, making it the perfect match for the DoubleR collection.

The extra spoiler, which is especially constructed to maximise the aerodynamic properties of the BMW S 1000 RR and its narrow windshield, offers increased stability at high speeds.

DoubleR Boots – design enhanced by professionals.

The DoubleR boots are an enhanced design of the existing, professionally featured Sport boots and which have been especially developed for riders intending to employ the BMW S 1000 RR for sports use. The new features include large hook-and-loop-fastender inside zip covers for simplifying foot insertion. The blue nylon soles have been reinforced and refashioned to match the metal footrests of the S 1000 RR. The new boots will be available in the colour combination white/black.

DoubleR Gloves – safety meets comfort.

The DoubleR gloves are of a completely new design and made of 100% kangaroo leather. To improve its protective properties, the palm material is partially doubled and fitted with a Kevlar® underlay. The more at-risk zones are fitted with impact-absorbing Suprotect® foam in varying thicknesses.

Also, stingray leather is incorporated in the hand edges. This is a natural material with a strong inherent structure and combines the great safety of leather with the comfort of modern textiles. The stingray leather’s grainy structure has several benefits: it slides well without becoming hot, it is extremely wear-resistant, and although it has hard spots, it is in itself quite flexible.

A finger bridge reinforced with Kevlar® protects the little finger in the event of a fall, while the wrist is protected by an anatomically formed hard-plastic shell in BMW Motorrad design.

The strongly pre-curved cut guarantees a fold-free fit. The knuckle shell, made of GFK, is made in three different sizes, for an improved fit. Stretch material is incorporated underneath the hard shell and the leather stretch inserts at the bottom of the fingers increase their agility.
The DoubleR gloves will be available in black and in the classic BMW Motorrad motorsport colours of blue/white/red.

More images may be found here.

SOLD!

BMW System 5 Helmet

Size:50-51

Colour:Magnesium Matt Metallic

Condition:Brand new & unused/undamaged in any way.

Complete with original BMW Motorrad draw-string helmet bag.

Item currently listed on eBay….

]]> http://dutchblog.net/?feed=rss2&p=139 0 http://dutchblog.net/?p=135 http://dutchblog.net/?p=135#comments Sat, 19 Sep 2009 04:48:43 +0000 Dutchman http://dutchblog.net/?p=135 I spent the past two days on a 625 mile exploration of some of the finest National Parks in the UK.

The weather was great, the scenery awesome and the roads fabulous if not a little challenging in a few places.

It’s really difficult to put into words the sheer beauty of these areas and even photographs can’t begin to do justice to the awe-inspiring views & scenery.

Decent visibility on both days enabled me to try and capture the essence with a few photographs but I think the only way to fully appreciate these areas is to visit & simply absorb all that is going on around you.

Highlights of this trip included:

Lake District National Park :: Honsiter Pass
Whinlatter Pass :: Hard Knott Pass
Wrynose Pass :: Yorkshire Dales National Park
North York  Moors National Park :: Northumberland National Park

My overnight stay was at The Golden Lion in Leyburn, North Yorkshire.

Images of this trip may be found here.

MapSource Tracklog may be found here.

The weather was great all day and the roads quiet to start with….certainly until every other ‘biker in Scotland decided to come out to play….

Today’s images may be found here.

I made it with minutes to spare and so began my day’s ‘proper’ riding through Argyll & Bute.

Bute is a very small island to the west of the mainland, nestled between North Ayrshire & the Kintyre peninsular.

The  CalMac ferry arrived in the principal town, Rothesay a little over thirty minutes after setting off from the Wemyss Bay terminal and minutes later I was heading south along the coast road intending to explore the extremities of Bute before heading to the north and the much smaller ferry linking Rhubodach and Colintraive back on the mainland.

These are roads I’ve never travelled before and making the most of the experience I headed south east from Colintraive until I ran out of road at Coustonn on the western shore of Loch Striven.

It doesn’t seem to matter how remote one travels, there always seems to be evidence if the current global economic downturn and Loch Striven is no different where shipping giant Maersk have rafted four of their huge container ships because there is no work for them, much to the annoyance of local residents.

Retracing my steps, I continue north past Colintraive along the shores of Loch Riddon until I stop at the viewpoint at Tighnabruaich where the views across the Kyles of Bute are nothing short of breath-taking.

I’d never ridden the coast road north from Millhouse via Otter Ferry & Strachur, on the east side of Loch Fyne, to Glen Kinglas and although this is a stunning area with great biking roads an hour or so of low cloud and drizzle reduced visibility enough to make photograph’s useless.

Once back on better roads Inveraray, Crianlarich, Crieff & Glen Devon pass quickly as I head homewards reflecting on the outstanding beauty of this area of Scotland and how fortunate I am to have it all so close to home.

With over 300 miles covered today this was a truly great trip around Argyll & Bute with a healthy slice of Perthshire thrown in for good measure.

Today’s images may be found here.

Hitherto a less obstructed rear mirror view has been obtained by moving my head  a little more which is not always practical or indeed safe.

I recently fitted a pair of auxiliary mirrors, originally fitted as original equipment on the 2002 BMW K1200RS.

Made of high impact plastic these mirrors fit into the vacant holes in the RT switchgear and are moulded to accommodate the shape of the switch casing perfectly. They certainly look as if they were made for the ‘bike!

Although a little expensive, they are easy to fit and provide an uninterrupted rear view slightly outboard of the OE mirrors. A downside may be that the twin mounting arm slightly obstructs the OE mirror which is thus relegated to a secondary rear view mirror.

The degree of obstruction will vary according to rider height & the fitting/omission of bar risers but for me  they are a much welcome addition to the ‘bikes safety equipment, especially as bar mounted mirrors provide useful views at oblique junctions etc, which fairing mounted ones cannot match.

The addition of these mirrors does not foul the edge of the OE screen in any postion while handlebars turned to either lock.

Images of my installation may be found here.

BMW parts required:

1 x 51.16.7.653.773 (Left Mirror)

1 x 51.16.7.653.774 (Right Mirror)

2 x 51.16.2.328.287 (Nut)

2 x 51.16.2.309.607 (Wave Washer)

Total cost from UK BMW Motorrad dealers:£107.53 inc VAT

Somebody once said, ‘If it ‘aint broke, don’t fix it…..’

Never has that saying been more true than in the case of my recent experiment with a low seat on my 16 month old R1200RT.

Given that it’s predecessor was a R1200GS (with standard height seat) the lower standard seat of the RT was a most welcome change and in it’s lowest position enabled me to ALMOST plant my feet flat on the ground therefore giving me much better control maneuvering.

Over a year passed with the new RT without a hint of  a problem with the standard seat so illogically I decided to acquire a low seat to try out.

My local dealer didn’t have one for me to borrow so I quickly found a brand new one on a well known auction website.

It arrived quickly but nearly three months went by before I had a chance to try it out.

Less than 100 miles later it was clear to me that although very comfortable in the seating area I was TOO close to the ground and my knees were bent just that extra bit to make riding any distance not as comfortable.

I’m 5’9″ tall with a 29″ inside leg measurement and after all this it’s now proven that the standard seat suits me just fine!

Therefore the barely used heated low seat acquired for this evaluation is now for sale on eBay.