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.