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Monday, August 4, 2014

2013 BMW HP4 Base

Price	$19,990.00
Bodystyle	Sport
Warranty	36 months
Manufacturer Country	Germany
Introduction Year	2013
Displacement (cc)	999
Engine Type	Horizontal In-line

2013 BMW HP4 Base

Intro

The 2013 BMW HP4 is the fourth offering from BMW’s High Performance line of motorcycles and is largely identical to the standard BMW S1000RR except for technological advancements that vault the HP4 into a very, very special class of high performance sportbike.
The standard S1000RR was launched in 2009 with a production run of 1000 units, the minimum number needed for BMW to compete in Superbike World Championship racing which uses motorcycles that are technically available for sale to the general public. BMW was out to prove that it could build motorcycles that are engineered to comparable standards as their sports cars and 2010’s S1000RR garnered the top spot in more than one comparative shootout. The pace has not waned, and the 2013 BMW HP4 shows that the company is investing heavily in research and development and again; this top-shelf sport bike threatens to sweep the awards.
With forged alloy wheels, an Akrapovic titanium exhaust, a lighter sprocket carrier and battery, and many, many carbon-fiber parts, the 439-pound HP4 is 15 pounds lighter than the standard S1000RR. Weight and parts aside, BMW’s selection of technological advances on the 2013 HP4 are the real story. The 2013 HP4 has traction control, wheelie control, launch control, anti-lock brakes and the first dynamically adaptive, auto-adjusting electronic suspension ever available on a production motorcycle: Dynamic Damping Control (DDC).
Dynamic Damping Control was adapted from electronic damping systems used on BMW’s high-end automobiles and adjusts the suspension for the rider with electromagnetic valves in the front fork and rear shock. These valves can open or close 100 times per second, producing damping which can deliver the optimum response, and thus keep the tires contact patch as large as possible, over any bump, big or small. The sensing is done via both a throttle-position sensor and a spring-travel sensor on the rear shock which indicate to the DDC control unit if the motorcycle is accelerating or braking, and the control unit continuously samples lean angle data from the traction control sensor to ascertain whether the motorcycle is entering or leaving a turn. In short, the 2013 BMW HP4 has been designed to know where it is and where it is going at any given time and set its suspension accordingly; then it does it again, 100 times per second.
Traction control has been available on previous versions of the S1000RR, but the Dynamic Traction Control (DTC) on the 2013 HP4 is further improved. There are four traction control modes: Rain, Sport, Race, or Slick. The first three have one factory-selected traction control preset, the Slick mode has 15. Clicking through each of the 15 individual traction control settings in the Slick mode provides slightly more perceptible traction control for the rider who has a strong sense of the conditions and how he feels the bike should behave.
The 2013 BMW HP4’s Anti-lock Braking System (ABS) and wheelie control almost seem like afterthoughts in the face of such engineering as DDC and DTC, but they add to the overall ride and help complete the electronics package. BMW has left no area of motorcycle dynamics unstudied and has delivered a solution for them all.
The 2013 HP4 engine specs are the same as the standard S1000RR, but BMW have given the HP4 more mid-range power and a smoother throttle response. With a claimed 193 horsepower at 13,000 revolutions per minute (rpm) and 83 ft-lbs. of torque at 9750 rpm, the HP4 provides more than enough power for the street, and certainly enough for serious track day riders, as well.
Ergonomics are pure sportbike, with tight angles between the seat, handlebars, and footpegs, a race-inspired seat, and a small windscreen. It is likely that few riders will notice any lack of comfort for the first few outings, however, as the assistive technology on the 2013 HP4 will be front and center in the rider’s experience.

New For 2013

Dynamic Damping Control (DDC) is the first dynamically adaptive, auto-adjusting electronic suspension ever available on a production motorcycle
Dynamic Traction Control (DTC) is a four-mode traction control system that is customizable to individual rider preference
Race ABS settings redesigned to be more aggressive and provide more controlled stopping power
Forged alloy wheels 5.3 pounds lighter than standard S1000RR wheels and wrapped with wider tires

2013 BMW HP4 Specs

Model: HP4
Engine Type: Liquid cooled, horizontal, in-line four cylinder
Bore and Stroke: 3.15 x 1.96 inches
Compression ratio: 13:1
Valve Train: Dual Overhead Cam (DOHC)
Induction: Fuel injection
Ignition: Electric
Transmission: Six-speed manual
Final Drive: Chain
Fuel Capacity: 4.6 gallons total with 1 gallon reserve
Estimated Fuel Economy: 41 miles per gallon (mpg) at 56 miles per hour (mph)
Brakes (Front): Dual 12.6 inch hydraulic Brembo Monobloc discs and four piston fixed calipers with standard Antilock Braking System (ABS)
Brakes (Rear): single 8.7 inch hydraulic Brembo disc and single piston floating caliper with linked braking front to rear
Suspension (Front): 1.8 inch diameter inverted telescoping fork with adjustable preload and rebound damping, 4.7 inches of travel
Suspension (Rear): Twin-sided, aluminum swing arm with single shock and adjustable preload and rebound damping, 5.1 inches of travel
Wheelbase: 56.0 inches
Rake: 65.99 degrees
Trail: 3.9 inches
Seat Height: 32.3 inches
Curb Weight: 439 pounds fully fueled and road-ready
Tires (Front): 120/70 ZR17, 17 inch, tubeless, high-speed Z-rated tires mounted on forged aluminum rims
Tires (Rear): 200/55 ZR17, 17 inch, tubeless, high-speed Z-rated tires mounted on forged aluminum rims

Accessories

Passenger package with second seat available
Competition graphics package

Key Competitors For The 2013 BMW HP4

Aprilia RSV4 R APRC Factory
Ducati 1199 Panigale S
MV Agusta F4RR Corsacorta

2013 HP4 Base Specs Overview

Performance

Horsepower (bhp): 193 bhp
Torque (Ft Lbs): 83 lbs
Redline RPM: N/A RPM

Exterior

Body Material: Plastic
Frame: Aluminum
Hand Grip Material: N/A

Transmission

Number Of Speeds: 6
Transmission Brands: N/A
Transmission Types: Manual

Instrumentation

Speedometer: Standard
Tachometer: Standard
Fuel Level Warning: Standard

Wheels

Rear Wheel Diameter: 17
Front Wheel Width (in): 3.5
Rear Wheel Width (in): 6

Bags & Storage

Tank Bag: N/A
Saddle Bag(s): Not Available
Lockable Storage: N/A

Tires

Front Tire Speed Rating: Z
Rear Tire Speed Rating: Z
Tire Brand: N/A

Fuel Economy

US MPG (City): N/A
US MPG (Combined): N/A
US MPG (Hwy): 41

Brakes

Front Caliper Pistons: N/A
Rear Caliper Pistons: N/A
Rear Brake Rotor Width (mm): N/A

Suspension & Steering

Front Suspension Brand: N/A
Front Suspension Type: Inverted Fork
Rear Suspension Type: Twin Sided Swing Arm

Seats

Seat Height (mm): 820
Seat Material: Vinyl
Seat Type: One-Piece

Other Specs

Fuel Capacity (gal): 4.6
Number Of Speakers: N/A
Adjustable Handlebars: Not Available

BMW G 450RR Dakar

The 2011 Dakar Argentina-Chile rally motorcycle rules have changed and only allow 450cc single cylinders,

This BMW G450RRwill be ridden by top riders - Frenchman David Fretigne and Dutch Frans Verhoeven - and the Portuguese Pedro Bianchi Prata and Paulo Goncalves. The Dutchman in particular has led the development of the new bike rally and remember that Frétigné in 2009 was the first rider to get on the podium with a 450 cc bike.

speedbrain Rallye Kit: speedbrain rallye tank, rallye seat, rear fender, rallye open exhaust, carbon rallye guard with included water tank, rallye fairing incl. alloy stem, head light and wiring loom, front fender.

The tank holds 30 liters, replaces the original reservoir and rear frame, fitting seamlessly below the seat. BMW´s 450 X in this way becomes a highly capable rally bike and superb adventure machine, as its range is dramatically extended. The improved tank capacity is sufficient at the Dakar and similar events of the FIM Rallye World Championship. Because of the compact design, the tank accepts even the harshest landings. And because of the well-integrated design, the fuel doesn´t heat up. Rallye professionals know that this often causes problems when the tank is too close to the engine or radiator. Won´t happen with the speedbrain item. The system doesn´t need additional fuel pumps or hoses, either.

Another component of the kit is the fairing: a light-weight, robust and good-looking part with an alloy stem. The incorporated materials provide stability at race speed. The stem is laid out to fit head lights, instruments and bear the fairing. A low-rise front fender rounds out the package.

The mounting procedure for all parts is easy to conduct!

speedbrain rallye activities and the speedbrain rallye kit are a distinctive speedbrain initiative and development and not part of the BMW Factory Motorsport program.

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BMW K 1200R Power Cup

BMW Motorrad hasnt wasted any time in getting its performance-oriented K1200R at the forefront of motorcycle competition, and is replacing the popular BMW BoxerCup that is run in conjunction with each European MotoGP round with a series based on K1200R racers. Powering the new one-make championship is a race honed version of the K 1200 R with some added carbon fibre aerodynamic enahncements and an even warmer version of the bike producing 175 bhp 129 kW.

In race trim the K 1200 R tips the scales at 230 kg thanks to the carbon fibre engine undertray, the high-grade lightweight material also adorns the lamp surround, hand protectors, intake panels, rear pillion seat cover and the lightweight LASER racing exhaust system which boosts performance and delivers a sporting exhaust note in keeping with its surroundings.

The semi-automatic racing gearbox is an innovation for the K 1200 R. Other race-bred changes to the machine include an adjustable footrest system, Metzeler Racetec racing tyres, while a lap timer and gear shift indicator feature on the instrument panel.

BMW Bikes Pics

Advantages Street Comparison BMW S 1000RR Carbon Edition

With 183hp at the wheel and starting at just $13,800, the BMW S1000RR is shaping up to be the hottest liter bike of 2010. The lucky dutch are getting an even hotter version, this BMW S1000RR Carbon Edition is equipped with carbon fiber fairings; all the DTC, ABS and alarm options boxes ticked; HP rearsets, brake and clutch levers and an Akrapovic exhaust canister. Of course, all that adds up to a much higher sticker price, increasing from €17,990 to €24,990. No word on availability outside the Netherlands yet.

Source Hell For Leather

Related :

BMW S 1000RR Carbon Edition, s1000rr carbon

Motorsport Galleries

BMW R 80GS Dakar

2">In 1980 the R80 G/S production model takes up the successful achievements of BMWs Works Team in off-road racing. The biggest endurance motorcycle at the time, the R80 G/S is ideally suited both for road use and for a trip on rough terrain, BMW thus paving the way for the entirely new market segment of large-displacement touring enduros. A significant innovation is the BMW Monolever single swinging arm on the rear wheel.

BMW off-road machines participate from the start in the long-distance rally from Paris to Dakar in the West African country of Senegal. And in just three attempts the Boxer with its reliable cooling, a low centre of gravity, and the ease of maintenance offered by shaft drive really makes its way to success in its third try in 1981: French desert specialist Hubert Auriol wins the motorcycle category and is able to repeat his success in 1983. The 1,000-cc two-cylinders still based on series models bring home the title also in 1984 and 1985, former Motocross World Champion Gaston Rahier from Belgium leaving the competition far behind.

The R80 G/S and its successor, the R100 GS, quickly become successful achievers in the BMW range. Particularly "serious" motorcyclists the world over often covering long distances prefer BMWs enduro machines not just when riding in the desert. And as a new symbol of the brand, the single swinging arm is soon to be found also on other BMW machines.

Cycle World Test R80GS Dakar

When I rode the factory Paris-Dakar Desert racer I was very much on BMWs Christmas card list, since very few journalists got to ride the works bikes. This was not surprising because there were only three built for the 1981 season. The bike I rode was well and truly trashed - as in terminally dead. It had been hammered round Africa for three weeks and when I got it the poor thing was on its last legs. Even so, I could tell that the bike must have been a formidable tool when it was fresh. It was also a great credit to the factory because the bike clearly had some bloodline linked to the GS80 road bikes, where many of the works entries in the Dakar had no connection whatsoever with the road bikes from which they were allegedly derived.

The record books show that the Munich flat twins were phenomenally successful in the hands of Hubert Auriol, Gaston Rahier and J.C. Morellet - better known as "Fenouil". The factory had two pops at winning the Dakar in 1979 and 1980 before taking home the silverware in 1981 with Hubert Auriol in the saddle.

Im not sure whether the bike I rode was Auriols machine, as the factory claimed, but it was certainly one of three works bikes entered by BMW France.

The BMW race team were nice people - keen, enthusiastic motorcyclists and a million miles away from the slick suits and watchful eyes which dominated the marketing and PR departments. I enjoyed riding the bike and look back on it with very fond memories and a sense of real privilege that I was able to have a days play with it.

Here are my memories from 26 years ago of what was a truly Memorable Motorcycle. Rather than trying to re-write history, and being smart after the event, I have left the story just as was originally written - warts and all. Theres just one point of historical interest which needs clarifying. Throughout the story I refer to the ISDT - the International Six Days Trial. At the time, it was still a big deal to actually finish the event and so it still harked back to its original reliability trial antecedents.

The second thing which might seem odd are the references to BMWs wins in the 1979 and 1980 ISDT events. At the time, the ISDT was organized according to capacity bands and the 500cc plus was, de facto, restricted to big, heavy four-strokes. It was this segregation of the bikes which allowed BMW to do so well.

Finally, 26 years ago BMW Motorrad was a much, much smaller factory than it is today and had only a tiny range of motorcycles.

I hope that these footnotes help you to put the rest of the story into context.

Finally, I would like to add one personal comment. It is the first time I have looked at these pictures for many years and they remind me that any bike journalist who tells you that he has a hard or stressful job is being, at best, rather silly.

There I was - a fit young man who could ride a bit given a works bike, a rather mad factory mechanic, five gallons of fuel and a van full of beer and sausage sandwiches for the day. And got paid! Thank you God.

Paris Dakar Works BMW

BMW was aware early in the game that winning races sells bikes. It built the works bikes and tested the motorcycles mettle at the European enduro championships to boost the launch of its R80GS.

The problem which faces BMW is one which must occur regularly in the boardrooms of the smaller motorcycle companies. In the simplest terms, the question is, "How do we go racing and yet still keep costs at a tolerable level?"

Racing has many advantages. To the marketing people, it can be a very effective aid to sales, whilst it provides a spur to the development staff which can only benefit the production machines. However, since most forms of racing require astronomical budgets, both these advantages are outweighed by the sheer costs involved, particularly when it is very easy to spend a lot of money and still not win anything. BMWs answer to this conundrum has been to enter the worlds major off-road endurance races.

The factory has always had a semi-official interest in ISDT racing, but as a boost to the launch of the R80GS, a full works team was fielded that earned its keep by dominating the unlimited class of the 1979 ISDT and the European Enduro Championships. Even as it did so, the writing was on the wall for the big BMWs. As ISDT events become increasingly closer to motocross events, the BMWs stand at a disadvantage, particularly since the big-bore, two-stroke opposition is becoming more manageable and more competitive every year.

Accordingly, the factory has turned to races in which utter reliability is of paramount importance. If these events require bikes which are at least superficially similar to production machines, then so much the better.

Thus, January 1, 1981, saw three factory BMWs line up for the start of the 10,000 km race from Paris to Dakar. All three bikes were surprisingly near to the standard R80GS trail bikes because, above all else, the Paris-Dakar rally is a bike-breaker and no place for a lightweight ISDT machine.

A monster-sized tank on the BMW works bike held nine gallons of fuel and helped push the weight of the desert racer to almost 400 lbs.

The difference in intent is reflected in the weights of the bikes. The 870cc ISDT machine weighed only 307 lbs ready to race, whilst the 800cc Paris-Dakar bike is 330 lbs dry. With the addition of tools, spare parts and 45 liters of petrol carried in a huge steel tank, winner Hubert Auriol was faced with a racing motorcycle weighing a little under 400 lbs - a formidable beast by any standards.

Auriol was educated in Ethiopia and gained that intangible insight into African conditions which is essential to do well in this marathon event. His nickname in the BMW team was "The African." It was his vast local knowledge that BMW incorporated in the very special R80GS, which I rode at BMWs Munich test track.

Beneath the huge 45-liter petrol tank is an almost standard R80GS frame. The swinging arm mounts are different, since the Paris-Dakar bike employs the twin swinging arm from the ISDT bikes. This is needed, since when the bikes were built BMW had still not solved the problem of mounting a 5-inch section tire in a single arm system.

Because the event is so arduous, the motor remains almost standard R80. The 870cc Six Days motor is noticeably more rapid and although this unit is bulletproof in six days of competition, the Paris-Dakar event is so tough that the big motor could not stand the pace.

The main modifications to the engine lay in the cylinder heads, which are borrowed from the R65 because of the quality of the smaller motors combustion chambers. The R65 valve stems are beefed up by 1mm, again to ensure bulletproof reliability.

Hubert Auriol had an inside line on the demands and perils of desert racing across the African landscape thanks to being educated in Ethiopia during his youth.

To reduce the amount of spare parts carried on the bike, the rocker box is split into two parts so that half of either box can be changed quickly in the event of damage or a crash.

The gearbox and clutch are basically standard but the internal ratios come from the ISDT bike, whilst the overall ratios are changed depending on the type of going during the event. The ignition system comes straight from the 1981 BMW range and has proved to be absolutely faultless.

Maico forks, complete with BMW R80 disc brakes, are employed at the front of the bike, whilst a Bilstein damper with external reservoir looks after the rear. This damper proved to be rather puny for African racing and Auriol bent a number during the course of the race.

There were also some very special touches that mark out the bike as a true endurance racer. The 45-liter tank (over 9 gallons) is the most obvious and the reason for this huge capacity is so that the riders could race all day without refueling. Hand pumped petrol was available at bowsers located throughout the desert, but less fortunate riders had to queue for supplies, whilst Auriol and his BMW teammate pressed on.

The saddle and suspension were solid! When I queried this firmness, it was explained that Auriol just simply never shut off once he was really motoring and if he came to a pot hole or a dried up river bed, he carried on regardless and crash landed on the other side. Hence the need for rock-solid suspension and a saddle which would not bottom out and send shock waves to the frame, no matter how hard the rider hits it.

The suspension on the bike barely budged for Melling. Auriol rode so hard, BMW had to equip it with rock-solid suspension and a saddle that wouldnt bottom out when he went bombing through the desert.

When one considers all these diverse elements, it becomes clear as to why the BMWs are so well suited to this sort of racing. Their very low center of gravity makes the huge petrol tank at least manageable, if not comfortable, and the flat topped crankcase of the boxer engine even provides a large area on which the copious, and essential spares kit can be carried.

After riding the factory ISDT bike last year, I did not feel that the Paris-Dakar bike could hold any terrors for me. After all, it was slower and the extra 50 lbs could not make much difference. How wrong you can be!

The first problem was in getting on the bike. The saddle height was about 38 inches and with virtually no suspension sag. I was left with my toes waving in the air a couple of inches from terra firma. For the first time since I was ten, I had to have someone to hold a bike whilst I clambered aboard!

The saddle height posed great psychological problems. It was a truly unnerving experience to feel the great mass of the BMW fall into a corner knowing that if anything happened there was no way I could take a steadying prod. Everything felt very badly out of place purely because I lacked confidence in the bike.

After a couple of hours we were getting nowhere at all and I became so frustrated with the great lump that I began just bulldozing it along the fast gravel tracks which comprise BMWs test area.

The transformation was miraculous. Treated with firmness and driven hard, the big BMW became as mild mannered and trustworthy as its ISDT brother. Obviously it was unwieldy at low speeds, but once on the fast tracks - the sort of going for which it was designed - it was as smooth and stable as a magic carpet.

Unlike most of the other motorcycles in the race, the BMW works bike resembled its bloodline, the R80GS road bikes, where many of the other entries in the Dakar race had no connection whatsoever with the factory motos from which they were allegedly derived.

The 800cc motor was noticeably tired, but even so, it pulled from zero revs right up to its peak at 7,000 rpm. All the time the power was creamy smooth and quite effortless. Just the sort of characteristics that would help a rider make light work of a 10,000 km race.

Because of the hardness of the springing, the Maico forks left something to be desired, but the disc brakes worked very well, as did the traditional rear sls drum. Overall, the handling - taking the weight of the massive tank into consideration - was excellent and a great vindication of the basic R80 frame geometry.

There is no doubt that the Paris-Dakar bike is an incredibly complete package and all the more remarkable because so much of the standard R80GS is used in it. The motorcycle was a true warrior in its time.

Gaston Rahier

2013 BMW HP4

BMW Motorrad has disclosed the primary 4-cylinder bike the lightest supersports within the 1000cc category to the current model power unit. supported the BMW S one thousand RR, a replacement HP4 incorporates an output of 193 power unit (142kW) and has a dry weight of 373 lbs (169 kg) together with Race ABS. prepared with the fuel tank ninetieth full solely 439 pounds (199 kg) race. These new models have variety of upgrades.
HP4 BMW saw its performance in 2012 and could be a continuation of BMW Motorrad power unit model series that was supported in 2005. once the HP2 Enduro boxer models, HP2 Megamoto and HP2 Sport, BMW power unit4 is that the initial 4-cylinder bike within the HP family. power unit label stands for prime performance, and all over again understand HP4 power handling, and excellent driving dynamics. however it additionally reflects the employment of terribly top quality materials and intelligent technology, fastidiously formed right down to the last detail.

2013 BMW HP4 New 600x399 2013 BMW HP4 Specs and Review

The new production HP4 is straight away prepared to be used on the race track, dont need sophisticated modifications. However, at identical time it offers nice potential to extend the dynamic path. owing to the international press presentation within the fall of 2009, S one thousand RR has achieved a lot of success – and not simply in comparative tests bike magazine. this can be clear proof of the standard and consistency of the idea of supersports. Equipped with Race ABS and Dynamic Traction management (DTC), S one thousand RR setting a replacement benchmark during this phase is oppose and technologically advanced. however even the S one thousand RR to go away some space for improvement.

HP4 provides homologation basis for the employment of BMW bikes in motorcycle athletics, particularly within the Superbike and Superstock classes. This new model has several technological innovations that highlight the orientation of the athletics and track athletics. normal traveler seat cowl ensures monoposto (solo rider) look therefore characteristic of the race track. except for riders WHO wish to travel with a traveler, BMW Motorrad additionally offers a package of passengers a selection of manufactory production. additionally to the traveler seat, together with traveler footrests system.

The new HP4 reflects its standing as a high performance bike mechanical system within the world’s initial for production motorcycles: is provided normal with Dynamic Damping management (DDC). this method permits the difference of dynamic damping of the fork the wrong way up and also the spring strut with bound conditions au courant the road. change the damping valve regulation has raised manoeuvrability or paved surface by employing a sensing element and electrically controlled. HP4 offers best damping all told riding conditions to produce most traction and safety.

With the introduction of ABS Ras within the S one thousand RR, BMW Motorrad underlined the role of pioneer within the field of ABS. For the primary time, antilock brakes systematically tailored for equestrian sports.

The new 200/55 Zr seventeen tires on the rear wheels and finely adjusted in a very Dynamic Traction management mode “Slick”. HP4 is employing a new rear tire within the format 200/55 Zr seventeen. Dynamic Traction management (DTC) has been utilized in the S one thousand RR supersports are optimized to be used in HP4: currently the result of traction management will be adjusted in mode “Slick” to ever-changing road conditions and individual preferences of the rider whereas riding.

HP4 is that the initial BMW bike that incorporates a Launch operation is to offer active support to the rider within the mode “Slick” to attain most acceleration from standing – for instance at the beginning of the race. Launch management engine force limit therefore on offer most force is transferred to the rear wheels. this implies motorists ought to be less specialise in the throttle as a result of hes dominant the acceleration of simply exploitation the clutch. additionally, once Launch management is activated, the engine force is reduced as presently because the system detects front-wheel elevate. This prevents unwanted wheelies once fast.

BMW’s new HP4 is provided with a cool 4-cylinder in-line engine from the S one thousand RR with a peak output of 193 power unit (142 kW) at thirteen,000 rev and most engine speed fourteen two hundred rev. As within the S one thousand RR, a most force of eighty three pound / linear unit (112 Nm) achieved at 9750 rev. This has perceived to increase force at 6000 rev to 9750 rev vary. In mode “Rain” is currently a sleek output and force curves ar obtainable between two,500 rev and eight,000 rpm.

HP4 has several special options to fulfill the wants of sports and athletics riders. for instance, the instrument cluster not solely has the face of a replacement decision is intended with the inscription HP4 however additionally offer associate degree extended vary of data and functions. The screen currently shows info DDC menu set-up and adjustment figures for DTC and also the activation of Launch management.

2013 BMW HP4 First Ride 600x399 2013 BMW HP4 Specs and Review

Styling of the new Supersports HP4 shows aspirations to race tracks and public roads for a dynamic ride. additionally to the show (solo rider) there monoposto dual-engine spoiler section – elongated compared to the S one thousand RR that highlights the dynamic performance is improved HP4. HP4 optical device incised brand with serial range on the higher fork bridge underline the exclusive character of the bike. a fancy color paint on a number of the athletics Blue gilded / White lightweight creates the appearance-oriented athletics suit, HP4 with Competition Package is associate degree exclusive version particularly motorcycles. Refined power unit carbon elements, together with spoilers, recent engines lined in carbon power unit, power unit bespoke systems rider footrests, folding power unit brake and clutch lever, the wheel is finished in gilded Blue and athletics sponsor decal kit makers offer a further improvement of the new HP4.

BMW K 1300R

Price : Rs. 1,500,000

BMW K 1300R specifications

Overview

Model

BMW K 1300R

Variant

K 1300R

Starting

Electrical system

Wheel Base

1.585 mm

Tyre Size

Front : 120/70 ZR 17 Rear : 190/55 ZR 17

wheel Type

alloy Cast aluminium

Fuel Efficiency

Fuel Economy

Fuel Capacity

19 litres

Fuel Reserve

approx. 4.0 litres

Fuel Type

Petrol

Charging Duration

Engine Specification

Engine Type

Water-cooled 4-stroke in-line four-cylinder-engine, four valves per cylinder, two overhead camshafts, dry sump lubrication

Displacement

1.293 ccm

Compression Ratio

13,0 : 1

Maximum Power

129 kW (175 hp) at 9,250 rpm

Maximum Torque

140 Nm at 8,250 rpm

Cylinder Bore

80 mm

Stoke

64,3 mm

Ignition

Dimensions

Length

2.182 mm

Height

1.221 mm

Width

905 mm

Clearance

Saddle Height

Curb Weight

Total Weight

Weight Carrying Capacity

Chassis

Bridge-type frame, cast aluminium, load-bearing engine

Safety

Brakes

Front : Twin disc, floating brake discs, diameter 320 mm, 4-piston fixed calipers, Rear : Single disc brake, diameter 265 mm, double-piston floating caliper

Suspension

Front : BMW Motorrad Duolever; central spring strut, Rear : Cast aluminium single-sided swing arm with BMW Motorrad Paralever; central spring strut with lever system, spring pre-load adjustable hydraulically (continuously variable) at handwheel, adjustable rebound damping

Drive Train

Clutch

Multiple-disc clutch in oil bath, hydraulically

BMW K 1300 R Dynamic SE

The British division of BMW Motorrad revealed its 2011 range, which comes with special editions, new color schemes and factory options available. the company announced special edition motorcycle the K 1300 R Dynamic.

The K 1300 R Dynamic features a selection of options and accessories (such as Electronic Suspension Adjustment 2, Gear Shift Assist, sports wheels, on-board computer, heated grips, sport windshield and LED indicators) worth GBP1,935. OTR price is GBP11,250 - a saving of GBP835.

K1300R Dynamic featurs

Electronic Suspension Adjustment (v2),

Quick shift

Replacement BMW Sport wheels

On-board computer

Heated grips

Sports screen, LED indicators

2011 model year colour scheme.

Monday, August 4, 2014

2013 BMW HP4 Base

2013 BMW HP4 Specs

Accessories

Key Competitors For The 2013 BMW HP4

2013 HP4 Base Specs Overview

Performance

Exterior

Transmission

Instrumentation

Wheels

Bags & Storage

Tires

Fuel Economy

Brakes

Suspension & Steering

Seats

Other Specs

Thursday, July 17, 2014

Wednesday, July 16, 2014

Saturday, July 12, 2014

Wednesday, July 2, 2014

Sunday, June 8, 2014

Friday, May 30, 2014

Tuesday, May 27, 2014

Price : Rs. 1,500,000

BMW K 1300R specifications

Overview

Fuel Efficiency

Engine Specification

Dimensions

Safety

Drive Train

Saturday, May 10, 2014