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BMW K1

   

Make Model

BMW K1

Year

1988

Engine

Four-stroke, horizontal in line four cylinder, DOHC,  4 valves per cylinder

Capacity

987 cc / 60.2 cu in
Bore x Stroke 67 x 70 mm
Compression Ratio 11.0:1
Cooling System Liquid cooled

Induction

Electronic injection, Bosch Motronic

Starting

Electric

Max Power

72.9 kW / 100 hp @ 8000 rpm  (rear tyre: 70.1 k/w / 94.0 hp @ 8400 rpm)

Max Torque

100 Nm / 10.2 kgf-m / 74 ft lb @ 6750 rpm

Transmission

5 Speed

Final Drive

Shaft

Front Suspension

Telescopic fork with hydraulic shock absorber

Rear Suspension

Monolayer swinging arm

Front Brakes

2 x ∅305mm discs, 4 piston calipers

Rear Brakes

Single ∅285mm disc, 1 piston caliper

Front Tyre

120/70 ZR17

Rear Tyre

160/60 ZR18

Dry Weight / Wet-weight

235 kg / 258 kg

Fuel Capacity 

22 L / 5.8 US gal

Consumption Average

5.6 /100 km / 17.8 km/l / 41.9 US mpg

Braking 60 - 0 / 100 - 0

13.4 m / 36.0 m  / 44ft / 118 ft
Standing 0 - 100km 3.9 sec

Standing ¼ Mile  

11.4 sec / 192.8 km/h / 119.8 mph

Top Speed

240.4 km/h / 149.4 mph
Road Test Motosprint 1989  

Motosprint Superbike Group Test 1991

The BMW Kl was the solution to a serious problem that faced Europe's largest motorcycle manufacturer in the late 1980s. Although well-established the product line-up was looking increasingly tired and dated. Their range of K100, K75 and flat-twin touring roadsters enjoyed a solid reputation for quality engineering and reliability. However, the market was experiencing unprecedented demand for large capacity sports bikes. In comparison to the sports flagships of the Japanese, BMW's bikes appeared tame and a touch staid. The company needed a new pure sports motorcycle. In 1989, they unveiled the Kl, and what a striking, sensational-looking motorcycle it was. 

Designed to attract big sports bike enthusiasts and to keep BMW alive in the fiercest of markets, the Kl has succeeded on all fronts largely because it is so different.  The bike's distinctive bodywork, including the virtually-enclosed front wheel and bulbous tail section, is designed to make it aerodynamically efficient. Viewed head on, the bike presents a huge frontal area but this tapers away to the rear tail hump and gives an impressive drag coefficient of .38, a figure better than any other currently produced motorcycle. Its slippery shape helps it maintain a fop speed in comfort for the rider, who is well-protected from the wind-rush.  BMW needed an aerodynamic advantage because, in Germany motorcycle horsepower output is limited to a maximum of l00bhp.

 

 

 

 

 

 




 

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