45mm Upside-down front fork, compression damping and
rebound damping adjustable
Rear Suspension
Cast aluminium single-sided swing arm with BMW Motorrad
Paralever; Öhlins-central spring strut, spring pre-load adjustable to
continuously variable levels, rebound damping and compression damping
adjustable
Front Brakes
2 x ∅304mm discs, 4 piston calipers
Rear Brakes
Single ∅265mm disc, 2 piston caliper
Front Wheel
89 mm / 3.5 in. rim, cast alloy, 5 double spokes
Front Tyre
120/70 ZR17
Rear Wheel
140 mm / 5.5 in. rim, cast
alloy, 5 double spokes
Rear Tyre
150/70 ZR17
Trail
95 mm / 3.7 in.
Dimensions
Length: 2350 mm / 92.5 in
Width: 922 mm / 36.3 in.
Height: 1050 mm / 41.3 in.
Wheel base
1610 mm / 63.4 in.
Seat Height
890 mm / 35 in.
Dry Weight
179 kg / 394 lbs.
Wet Weight
196 kg / 433 lbs.
Fuel Capacity
13 Liters / 3.4 US gal.
Consumption Average
5.6 l/100km / 17.9 km/l / US 42 mpg.
Standing
¼ Mile
12.0 sec / 184.6 km/h /114.7 mph
Standing 0-1000 m
22.8 sec / 208.1 km/h / 129 mph
Standing 0 - 100km
3.7 sec
Standing 0 - 180km
10.7 sec
Acceleration
50-100 km/h
3.6 sec
Acceleration
50-140 km/h
6.3 sec
Top Speed
214.4 km/h / 133 mph.
.
Introducing new motorcycle concepts with an even higher level of
emotion, BMW Motorrad is proudly presenting the new Megamoto:
Based on the BMW HP2 Enduro, this unique motorcycle will rank
right at the top among all street-legal two-cylinder Supermotos
thanks to its supreme performance and the use of top-class
materials. Consistently following the HP2 model line, the
Megamoto impressively demonstrates the outstanding dynamism and
broad range of the Boxer concept.
Weighing less than 200 kilos or 440 lb in
road trim, the Megamoto offers significantly more power and torque than even
the powerful HP2 Enduro. And to meet the specific demands of sports surfing
on country roads as well as the toughest conditions on the race track, the
extra-firm, lowered suspension comes with truly outstanding components: At
the front a fully adjustable, fine-response upside-down fork from Marzocchi
with sliding tubes measuring an impressive 45 millimetres or 1.77" in
diameter and with 160 millimetres /6.30" spring travel ensures superior
wheel guidance at all times. At the rear an Öhlins spring strut with 180
millimetres/7.09" spring travel also adjustable in its basic spring setting,
damper inbound and rebound stroke, likewise ensures a firm and muscular
stance on the road.
The wheels and tires are also tailored
ideally to specific road-going requirements: The front tire measures
120/70-ZR 17 and runs on a 3.5-inch rim, the rear tire is 180/55 ZR 17 in
size and runs on a 5.5-inch rim in the usual supersports dimension.
To make even better use of the stable
suspension with its great potential, the new BMW HP2 Megamoto comes with a
second front brake disc ensuring stopping power and deceleration absolutely
comparable to a modern road-going sports machine. Good news for the rational
enthusiast is that both a tachometer and a new headlight, as well as the
significantly lower seat, give the Megamoto an even higher standard of
everyday riding qualities.
Review
The three most-sold vehicle models on the
road today are pickup trucks and SUVs, so it would stand to reason that American
motorcyclists would demand a similar motorcycle, one that combines manly,
intimidating styling and off-road practicality with a simple, powerful motor
that is noisy and pisses off environmentalists. You'd think, but in fact they
buy cruisers and sportbikes, machines with as much off-road capability as a
microwave oven.
If they change their tune, they might make BMW the largest manufacturer of
two-wheeled vehicles in Europe. 25 years ago BMW introduced its landmark R80GS,
an air-cooled on and off-road (GS stands for Gelande/Strasse or field/street)
two-cylinder motorcycle with big knobby tires and long-travel suspension that
could handle prolonged high speeds on the highway as well as be manageable in
the unpaved wilderness Germans like to stomp under their Birkenstocks. As the
decades rolled under the tires of thousands of GSs in air and oil-cooled
versions, the GS series became known as the bike to take on tour when dirt roads
-- or no roads -- were on the route.
BMW's F650 family is somewhat lighter and
more nimble than the R-GS series. They're fun little bikes, and they come
closest to the spirit of those simple, early R80GSs, but with a liquid-cooled
single-cylinder motor and chain (or belt) drive, the "Funduro" may be fun, but
not really the same thing.
At highway speeds that hard-working little thumper feels buzzy and breathless,
and what if you were being chased through a mountain pass by bandits in Colombia
with your wife on the back and two saddlebags full of chinchilla pelts? You'd be
doomed, but BMW is known as being a slightly stuffy company that makes
comfortable, heavy bikes giving you just the performance you need, not the
performance you want.
That might have changed a bit last year, when BMW announced the creation of a
new "HP" (high performance) line of motorcycles. These would be bikes with a
goal of providing a less-compromised dynamic experience. The first model was the
HP-2, based loosely on the R1200GS, but with a genuine 45mm inverted front
cartridge fork, a rear air shock that looks as if it could land a Trophy Truck,
a 1200cc opposed-twin motor making a claimed 105 hp, and a claimed dry weight of
just 389 pounds.
Sounds great, doesn't it? However, BMW
doesn't seem to like making motorcycles exactly the way people want, and if they
do want them, they come with a steep price tag. The HP-2 has a stratospheric 36
inch-high seat, is being made in small quantities, and some of you louts out
there might think $19,990 is a lot to pay for a dirtbike, even if it is built to
120% scale. Because of these minuses, we had no plans to test one.
So we were surprised when BMW mentioned that they had a bike available; did we
want to test it? 20 minutes later we were down at BMW's fleet center checking
out a blue 2006 HP-2. Comic antics ensued as the shortest guy around suited up
to ride the Clydesdale of motorcycles back to MO's headquarters. "Are you sure
you can ride that thing?" chorused everybody who saw me zipping up my Aerostich.
"Sure", said I, swinging a leg over the bike, "I'll just sort of lean off to one
side. There's no bike I can't ride because the seat's too tall!" With that, I
tried to hoist the bike off the stand, finding I could barely hold the thing
upright. I could just keep it up by standing on tip-toe on one foot, with my
body leaned to one side. I will never complain about a tall seat again.
The bike comes to life when you flick the normal-looking ignition key to the on
position. The instrument display is simple and unadorned, with a 150 mph
speedometer and a Rider Information Display next to it. There's no tachometer.
Hitting the starter button results in the motor firing up quickly with the usual
mechanical clatter that adds to BMWs distinction. Revving the motor makes nice
sounds through the free-flowing high-mount muffler and long airbox snorkel.
Stomping down on the shifter easily slips the
six-speed gearbox into first and the clutch has a light pull. I give it a bit
too much gas with the handlebars turned, and the bike lurches forwards, the rear
Metzler Karoo2 full knobbie slipping slightly on the slick concrete of the fleet
center's parking lot. I pretend to not notice and tear off down the driveway.
BMW twins have always had a docile, sensible flavor to me, so I didn't think too
much could happen if I tweaked the throttle from low RPMs. Wrong! The front
wheel climbed up easily, with good control. With a little more judicious
throttle, the HP-2 accelerates briskly and cleanly in any gear, running up to
its 7,500 rpm redline without any hiccups, flat spots or glitches. Even Dirty --
a stickler when it comes to fuel injection and a guy who slammed the K1200S for
having fuel injection issues -- was impressed by the clean acceleration, noting
the HP-2s ability to pull cleanly through multiple runs on the MO dyno.
Combined with that low claimed 433 pound wet weight -- which feels about right,
in my opinion, the HP-2s 89 hp (measured on the MO Dynojet dynomometer) makes
this a pretty briskly-accelerating weapon. The gearbox is nicely spaced, with
smooth operation. Driveline lash is not really that noticeable during street
riding, although you can feel the clunking as various gears, wheels and shafts
line up under hard acceleration.
For high speeds, the only limits are the knobby tires, which feel vague and
bumpy on pavement, high bars and total lack of wind protection. Over 80 mph, the
windblast on your chest and arms start to add to that vague front end feel,
making the HP-2 not as much fun on the freeway as a more street-oriented bike
would be. There's no mount for hard luggage, and the plastic tank will make it
harder to use a tank bag. But the seat, despite being higher than an NBA urinal,
is fairly wide and comfortable and would be a better choice for all-day riding
than many sportbike or standard seats I've experienced.
The wide, opposed cylinders are way down in front of you somewhere, so they
aren't much of an issue unless you're lanesplitting. Then you need to give
traffic a little wider berth than if you were riding a naked standard or thumper
enduro, but you still feel as comfortable as you would on a large sportbike. The
motor is far enough forward -- and the wheelbase long enough -- so you'll avoid
getting "Beemer scars" on your shins from hitting the big Bing fuel injectors
under deceleration.
Riding around city streets is
fun until you hit a red light. That smooth, instant power is
great for getting in and out of gaps in traffic, and the bike's
wide, tapered bars and dirtbike geometry make quick steering an
effortless pleasure. The big 305mm front disc with a two-piston
caliper and steel-braided brake line has great feel and adequate
power, although the knobbies on the front 90/90-21 Karoo2 loose
traction before you can loft the back 140/80-17 rear. When you
do come to a stop, try to pull up next to a curb or the bumper
of a sympathetic-looking motorist so you don't have to hold the
bike up on tiptoe while waiting at one of those interminable
suburban six-way intersections. I was tempted to just put the
kickstand down and stand next to bike while waiting. Maybe the
Maven has some nice platform motorcycle boots I can borrow.
A twisty road is another place for pleasure on this punky,
muscular boxer. Those of you who read our Ain't the Tool
shootout know we at MO are fans of riding dual-sports on
pavement, with their supple suspension, upright bars and
flexible motors. The Kawasaki KLR650 is a favorite of ours, and
the HP-2 felt like the world's most expensive KLR, with its
sophisticated, well-damped suspension, very good brakes, stiff
chassis, and smooth, powerful motor. It costs what four KLRs
cost, but it also feels like it's worth about four KLRs.
The smooth motor is surprising, given how much it's been altered
from the standard R1200GS motor. The BMW engineers took great
pains to lighten and modify almost every component in the
engine, removing the counter balancer and lightening the
flywheel for quick-revving and higher power output. To cope with
the extra verve, the Paralever driveshaft and six-speed
transmission were beefed up. The result is a powerful motor that
is very responsive and flexible, yet doesn't feel particularly
intrusive or buzzy.
Another novel feature is the rear air
suspension. I always viewed air-adjustable suspensions as non-functional
gimmickry, but the EVO unit on the HP-2, jointly developed by Continental
Automotive Systems and BMW, works. The rear end absorbed the bumps as well as a
spring-equipped one could, without overheating or feeling mushy. It also has an
added plus of easy adjustability; a small bicycle pump is clipped to the frame
for your convenience.
Gabe doesn't have much dirt experience, not to mention the fact that he's about
3'6" tall, so the idea of him riding this $20K Paul Bunyan sized beast on a
motocross track made us all a bit nervous. On the other hand, though he doesn't
claim to be much of a motocrosser, Sean's large size and innate ability to go
fast without crashing (knock on wood) made him the logical victim for this test.
Spelunking around Elsinore's paddock area, the HP-2 feels like two of your
typical MX bikes. 430Lbs and 90hp = 2x CRF 250s. The BMW is geared mighty-tall
for a dirt bike, not to mention the fact that it has brakes strong enough to
work at freeway speeds on pavement. This means a judicious hand is required on
the throttle and on the front brake lever, lest you find yourself sling-shot
through your neighbor's pit stall, or dropping the bike with a locked front
tire.
The BMW's strong brakes coupled with a vague front end mean I'm destined to
spend a good portion of the day sliding the front into berms or changing my
shorts in the pits. However, its excellent air shock means the back of the bike
was well behaved and steering was easily controlled with the throttle. This
really shouldn't be a surprise; how else would you turn a 90hp dirt bike?
By far the biggest surprise of the day was provided by the big BMW's ability to
jump and more importantly to land like a motocross bike. Most of this credit
goes to the awesome Continental air shock. However, the front suspension was
quick to bottom when landing flat or nose-low and would probably benefit from a
higher spring rate.
Though it was a bit intimidating, I had a great time aboard the HP-2. It
generated a lot of looks at the track and surprised several riders as it blasted
past them throwing 90hp worth of roost. As an added bonus, it was the only bike
there that could have been ridden home at the end of the day.
I didn't have a chance to ride the HP-2 in the dirt or on a dirt road (see
sidebar), but I imagine it would shine there, as it's designed for hard-core
off-road use. But that doesn't take away from the bike's user-friendliness and
fun on pavement. I quiver with excitement and anticipation when I think of how
great this motorcycle would be set up as a supermotard, with sticky 17" tires
and a little less suspension travel. Reducing the bike's height and center of
gravity would make it a real terror around town and on backroads. Keep it
simple, keep the price around what KTM will charge for their big Motard
($12,998) and watch them go out the door.
A light, simple bike true to BMW's roots would bring a lot of old owners back in
the fold, as well as attract the hip youngsters BMW so desperately want to
court. Build it, BMW, and they will come.
Any corrections or more information on these motorcycles will be kindly appreciated.