late that power-to-weight ratio. Although the K1200R is capable of higher rpm than other BMWs, I found that its still very responsive in the 3,000 to 6,000 rpm range. In fact at 6,000 it begins to growl a little. In fact the sounds this bike makes are reminiscent of a Formula 1 race car. When I left Georgia I re-set the onboard computer to get a sense of fuel mileage. The trip home, totaling 651 miles, realized an average of 44.3 miles per gallon at average moving speed of 66.7 miles per hour. Those werent bad statistics for a mixture of mountain twisties, secondary roads, city traffic and Interstate. Oh yeah, and the guy on the V-Rod thatnever mind. The on-board computer provides critical information at the touch of a button. Average speed and mpg is handy to know as well as number of miles remaining on the tank. With its five gallon fuel capacity the Sport is good for about 220 miles. At about 48 miles remaining a yellow triangle illuminates and an LED starts flashing Fuel.Fuel. The computer also tells you the time, ambient temperature and even lets you know that the oil capacity in the oil tank is okay. The on-board computer is an option but well worth the extra cost as is the ESA. The optional heated grips seemed to do a better job that the grips on my personal R and K bikes. I can say that I was glad to have the option in the Virginia, North Carolina, and Georgia Mountains. The test bike also has the unique expanding panniers. Each bag is expandable to nearly twice its collapsed capacity. Remember this was a five-day trip so I had multiple changes of clothing. I never fully expanded the bags. Each comes with a water proof inner bag that kept my clothing perfectly dry. I have to say that there is nothing about this bike that I would change. As you might discern from the above title, I couldnt help but think if the R Sport as an RS with a slightly different name. I have three RSs in my garage; an R100RS, a K1100RS and a R1150RS. There are striking similarities between those three and the K1200R Sport. They both have an abbreviated fairing, superb luggage capacity, precise handling and lots of ponies. Of course the new K does it better. Will one of these find its way into my stable? Only time will tell. The K1200R Sport is a very impressive motorcycle which I am confident will put lots of smiles on many riders.

Specifications

Engine Type Bore x Stroke Displacement Horsepower Torque Compression Ratio Valve Gear Valves Valves / Cylinder Engine Oil Capacity Engine Management BMW Engine Controller Fuel Requirement Fuel Tank Fuel Capacity Charging System Battery Cooling System Drivetrain Primary Drive Clutch 1st Gear Ratio 2nd Gear Ratio 3rd Gear Ratio 4th Gear Ratio 5th Gear Ratio 6th Gear Ratio Final Drive System Final Drive Ratio Frame and Suspension Frame Front Suspension Front Travel Rear Suspension Rear Travel Brakes Brake System Front Brakes Front Rotor Rear Brake Rear Rotor Actuation Method Wheels and Tires Front Wheel Rear Wheel Front Tire Rear Tire Dimensions Overall Length Overall Width Wheelbase Ground Clearance Info. Seat Height Steering Angle Front Wheel Trail Weight - Dry Weight - Wet Maximum Load

2007 BMW K 1200 R Sport

Transverse mounted, liquid-cooled inline 4-cylinder 79 mm x 59 mm 1157 cc 163 bhp @ 10250 rpm 94 lb/ft @ 8250 rpm 13.0 :1 DOHC, chain-driven with bucket tappets 2 x 32 mm mm intake / 2 x 27,5 mm mm exhaust Four 3.7 quarts BMS K Unleaded, premium grade, 93 AKI HDPE, internal pump and internal filter 5.0 U.S. gallons including 1 gallon reserve 580 Watts @ 14 Volts 12 Volts 14 Amps/hour low maintenance Single Radiator, 50/50 water/anti-freeze mix 1:1.mm, multi-disc oil bath 2.40:1 1.87:1 1.53:1 1.30:1 1.14:1 1.01:1 Enclosed driveshaft with two universal joints 2.91:1 Composite aluminum frame BMW Duolever 4.5 inches BMW EVO Paralever 5.3 inches BMW EVO Two, four-piston fixed calipers 12.6 inch dual floating rotors Single, two-piston fixed caliper 10.4 inch single, fixed rotor Hydraulic, DOT 4 fluid type 3.50 x 17 cast alloy, five double-spoke 5.50 x 17 cast alloy, five double-spoke 120/70 x 17 tubeless 180/55 x 17 tubeless 87.7 inches 33.7 inches 62.2 inches Unavailable 32.3 inches 61.0 degrees 4.5 inches 474 lbs. excluding options & accessories 531 lbs. excluding options & accessories 992 lbs. GVWR

July 2007 BMW OWNERS NEWS

BMW Media Information 10/2006 Page 5
2. The new Single-Cylinder BMW G 650 X Model Series. Short Version
Introducing the new range of single-cylinder models, BMW Motorrad is broadening its model line-up with a clear focus on additional target groups. Proceeding from the same technical foundation, the Company has created three new motorcycles absolutely different in their features and characteristics: the G 650 Xchallenge Hard Enduro, G 650 Xmoto Street Moto, and the G 650 Xcountry Scrambler. With their outstanding product substance, their purist looks, and their exceptionally sporting riding characteristics, these single-cylinder models are filling attractive niches in the market. And through their low unladen weight of less than 160 kg or 353 lb according to the DIN standard, they offer dynamic performance for both the connoisseur and the sports-minded rider. Market launch of the new G 650 X model series is planned in good time for the beginning of the season in spring 2007. These new machines with the smallest engines in the BMW model range offer particularly the young and young-at-heart motorcycle rider exactly the right entry into the world of BMW motorcycles, but are not entry-level bikes in the conventional sense of the word: On the contrary, the G 650 Xchallenge Hard Enduro will thrill the customer who wishes to really benefit from the enormous offroad potential of his machine. The G 650 Xmoto Street Moto, in turn, with its very impressive active riding qualities, offers the genuine enthusiast a new dimension in riding pleasure. The G 650 Xcountry Scrambler, finally, stands for carefree riding pleasure and nimble performance both on the road and off the beaten track. Indeed, this unique machine is able to meet all kinds of requirements and offer virtually all riding qualities ranging from city use via country roads and small, winding lanes, all the way to offroad tracks presenting the most challenging requirements. The G 650 Xcountry therefore conveys the classic but relaxed feeling of riding a genuine Scrambler as well as the concept of wandering on your motorcycle into todays world in a most modern style. And last but certainly not least, riding pleasure is guaranteed under all conditions and in every situation, since the G 650 Xcountry offers the same outstanding engine and running gear qualities as its two very sporting sister models.

Sporting and emotional design characterised in particular by lightweight features. Fast-revving single-cylinder power unit developing maximum output of 39 kW (53 hp) at 7,000 rpm and peak torque of 60 Nm (44 lb-ft) at 5,250 rpm. Crankshaft running in anti-friction bearings and an even lighter alternator reducing free mass forces. DOHC valve drive with cup tappets and four valves. Liquid cooling with an aluminium radiator. Electronic BMS-C II engine management with intake manifold injection and dual ignition. Stainless-steel exhaust system with three-way catalytic converter and oxygen sensor. Dry sump lubrication with the oil tank positioned appropriately for an ideal centre of gravity. Close-increment five-speed gearbox with secondary chain drive. High-quality running gear components, eloxy-plated aluminium attachments. Torsionally-rigid tubular bridge frame with bolted-on aluminium rear frame. Stable upside-down telescopic fork, fixed-position tube measuring 45 millimetres (1.77) in diameter. Light and highly stable two-unit cast-aluminium swing arm. Top-quality spring struts at the rear.
BMW Media Information 10/2006 Page 8
Low unladen weight between 156 and 160 kg (344 and 353 lb). Conified aluminium tubular handlebar. Foot brake and gearshift levers made of forged aluminium. Fuel tank positioned beneath the seat for an ideal centre of gravity, with good access to the filler pipe. High-performance brake system with on-demand ABS as an option. Model-specific range of accessories and optional features.
BMW Media Information 10/2006 Page 9

2.1 Technical Basis.

The new single-cylinder models were developed under the leadership of BMW in cooperation with Aprilia S.p.A., Noale, Italy (Piaggio Group). Production is by Aprilia in their North Italian Scorz Plant, naturally fulfilling all of BMWs strict quality standards. And as on the F 650 models, the power unit comes from Austrian specialist Rotax, again following the specifications and requirements made by BMW Motorrad. In their overall concept, the three new models, using largely the same parts and components on the engine and frame as well as the same main features, seek to offer a very different and distinctive character in each case. The technical distinctions and unique features characteristic of each model are described in greater detail in Section 2.2. Optimised in weight, power and performance the single-cylinder power unit. The truly convincing single-cylinder power unit already featured in the existing BMW F 650 model series to this day the benchmark in its class in terms of refinement, smoothness, fuel economy, and emission control sets the foundation for the engines in all new G 650 X models. Reflecting the different sporting requirements and demands made of each model, a number of components have been modified to reduce the weight of the new motorcycles by approximately 2 kg, enhancing the engines fast-revving response and performance and boosting engine output by 2 kW. As a result, the power unit not only offers maximum output increased to 39 kW or 53 hp at 7,000 rpm and peak torque of 60 Nm or 44 lb-ft at 5,250 rpm, but also even more dynamic performance and a greater athletic character in every respect. Even lighter than before, the alternator minimises the free mass weight of the entire crankdrive system running in anti-friction bearings, giving the single-cylinder even more spontaneous and athletic performance. The balance shaft serving to optimise smoothness and running refinement has been retained, with the new starter and alternator cover made of magnesium making a significant contribution to the lower weight of the engine. The redesigned four-valve cylinder head, finally, serves mainly to connect the power unit ideally to the frame and suspension as a load-bearing element.

BMW Media Information 10/2006 Page 10
Engine management is provided by BMW BMS-C II electronic engine control responsible not only for the concept of manifold injection, but also for the dual ignition system. Indeed, BMS-C II engine management even features model-specific control maps tailored to the various motorcycle concepts. And thanks to the all-new stainless-steel exhaust complete with its oxygen sensor and three-way catalytic converter now moved higher up than before, as well as the precise engine set-up, the short-stroke power unit significantly outperforms the EU 3 emission standard. The proven valve drive system with its timing chain, two overhead camshafts and cup tappets, as well as the aluminium radiator cooling system, all remain unchanged. The gearbox likewise remains the same as before, while the final drive ratio on the chain sprocket has been modified, with a 15-tooth pinion and a 47-tooth sprocket on the G 650 Xchallenge providing a shorter ratio than on the other two G 650 X models with their longer 16:47 ratio. The different roll circumference on the rear tyres, finally, also affects each models riding dynamics. Yet another new feature is the dry sump oil tank to the left behind the cylinder, contributing to the perfect concentration of masses around the motorcycles centre of gravity and thus promoting the unique handling of each model to an even higher standard. Ease of maintenance with service intervals of 10,000 kilometres or 6,000 miles unusually long in this segment remains at the same high level as before. Highly stable lightweight frame made of steel and aluminium. The particularly light frame is the same on all three models in the G 650 X series and is made up of four highly stable modules: The welded main frame made of steel profile sections, aluminium castings bolted on to the main frame around the swing arm mounting point, the aluminium lower section holding the engine in position, the forged aluminium auxiliary frame serving to take up spring strut forces, and the aluminium frame bolted on at the rear. With its appropriate use of materials specifically chosen at each point and tailored precisely to load requirements, this concept makes a significant contribution to the minimisation of overall weight which is precisely why the various models weigh a mere 156 kg/344 lb (Xchallenge, the lightest model) to 160 kg/353 lb (Xcountry, the heaviest model) with a full tank according to the DIN standard.
BMW Media Information 10/2006 Page 11
The intelligent mix of materials on the frame offers a number of other benefits: The aluminium castings around the swing arm mounting point the rider is bound to touch with his boots are eloxy-plated to prevent any such contact from leaving behind unwanted marks. At the same time the swing arm mounting point has been modified in its configuration, the swing arm now pivoting exclusively on the main frame and not on the engine block, and being positioned relatively close to the pinion. This not only serves to provide even faster drivetrain response, but also reduces the tolerance (less slackness) of the drive chain. Light rear frame and lower section made of aluminium. The rear frame is bolted on to the main frame, allowing easy and low-cost replacement in the event of damage. To make the rear frame resistant to even the highest loads, high-strength aluminium forgings are welded into the ends of the eloxy-plated aluminium frame tubes bolted on to the main frame. The lower frame section holding the power unit at the front boasts the same very special lightweight technology. Double swing arm made of cast light alloy. The extremely stable, double aluminium swing arm also comes with topquality eloxy-plated surface finish. Made of cast aluminium, the double swing arm is heat-treated in the production process in the interest of even greater strength and stability provided by the more consistent grain structure of the material. Wheel guidance on all models in the BMW G 650 X range is provided by a spring strut pivoting at the top on a forged aluminium mount. This ensures smooth and consistent distribution and flow of forces, since the forged aluminium support rests itself on two points first, on the side sections of the frame, and second, on the cylinder head itself through a bolted connection and, in the immediate vicinity, on the stable connection linking the cylinder head and the frame of the motorcycle. Upside-down telescopic fork with different spring travel on each model. The upside-down telescopic fork (USD fork) is one of the suspension components identical on all three models in the new BMW G 650 X model range. The different character of each model is borne out by different spring travel, a different set-up, and differences in design and configuration around the wheel mounting point. A further feature on the Xmoto and Xchallenge is adjustment of the telescopic fork both inbound and outbound.

2.2 Specific Model Components and Distinctions.
In conjunction with the light but stable frame and the high-quality suspension components, the powerful and refined engine sets the foundation for superior performance, exceptional handling, and very good tracking directional stability all the way to top speed. While all three models naturally share these fundamental qualities at the same very high level, they differ from one another in terms of their character and riding features through various design elements and items of equipment, as well as their different suspension geometry and set-up. Apart from the handlebar mounts, the seat, headlights and various design features, particularly the wheels and tyres differ from one another, as well as the brakes and rear spring struts. Differences in suspension geometry are ensured by the spring travel, the size of the various wheels, as well as modified mounting points for the front wheel. And last but certainly not least in this context, the final drive ratio is specifically tailored to the purpose and character of each individual model. BMW G 650 Xchallenge the Hard Enduro for the offroad enthusiast. The BMW G 650 Xchallenge proves at very first sight that it has a lot to offer: This is an uncompromising offroad machine with long spring travel and not one single gram of extra weight. In its design, the BMW G 650 Xchallenge is dominated by proportions typical of a genuine Enduro a high-lying, but smooth and flat flyline merging directly into the high and slender rear end to offer the rider the ideal seating position. Made of fracture-proof and elastic plastic (mainly polypropylene), the fairing components both light and robust are likewise ideal for tough offroad requirements. The front wheel cover is fitted directly to the lower fork bridge, giving the front wheel superior smoothness and running freedom under all conditions. The slender fairing, in turn, gracefully takes up the asymmetrically contoured headlight featuring a reflector in free-form design. Positioned off-centre, the parking light, finally, helps to provide that typical look of BMW Motorrad further enhanced by paintwork in Aura White and the Blue seat. Benefiting from 270 millimetres or 10.63 spring travel both front and rear, BMW Motorrads new Hard Enduro will easily take on any challenge off the beaten track. Tube diameter of 45 millimetres or 1.77, in turn, gives the upside-down telefork enormous overall stiffness, allowing a handlebar lock of 40.

BMW Media Information 10/2006 Page 18
Both the springs and dampers are specifically tailored to the Street Moto with its particular requirements and riding qualities. While the upside-down telescopic fork offers 270 millimetres or 10.6 spring travel like on the Hard Enduro, the fork is even firmer and tauter all round in its inbound and rebound motion. Particularly the sporting rider will be happy to enjoy the sensitive, incremental adjustment of the damper in both directions, ensuring an individual, personalised set-up at all times. Rear-wheel suspension, in turn, is firmer and shorter, with spring travel at the rear of 245 millimetres or 9.65. The Street Moto boasts the most powerful brake system of all models in the G 650 X line-up: At the front a four-piston fixed calliper interacts with a 320-millimetre (12.60) brake disc in floating arrangement, interacting with high-grip radial tyres for exceptional deceleration benefiting in particular from the very high torsional stability of the USD telescopic fork with its main tubes measuring 45 millimetres or 1.77 in diameter. With its 240-millimetre (9.45) brake disc and floating-calliper configuration, the rear-wheel brake is the same as on the other two models. Final drive on the G 650 X Moto conceived for road use comes with a ratio of 16 : 47 teeth, that is somewhat longer than on the Enduro version. BMW G 650 Xcountry a modern interpretation of the scrambler. Back in the 50s and 60s of the last century, road-going motorcycles also suitable for offroad use after making a few technical modifications were called scramblers. And today the BMW G 650 Xcountry offers the same versatility, bringing together the best of two worlds: excellent road-going qualities combined with offroad assets typical of an Enduro. In terms of both looks and technical features, the G 650 Xcountry stands out quite clearly from its two sister models: Featuring a smooth-lens round headlight, a naked cockpit without fairing, a two-level seat and the front mudguard running close to the wheel and held in position by a stable tubular bracket, the G 650 Xcountry alludes clearly and intentionally to the classic scrambler. Indeed, this particular look is further enhanced by the high-rising exhaust system as well as twin-tone paintwork in Deep Black and White Aluminium matt metallic. The G 650 Xcountry is also quite unique in technical terms, the telescopic fork still offering ample and relatively smooth wheel travel requiring a mere 240 millimetres or 9.45 overall travel to ensure exemplary riding comfort and appropriate offroad qualities. The rear gas-pressure spring strut, in turn,

accessories carried over in most cases from the K 1200 R, the new K 1200 R Sport ensures optimum comfort and a truly outstanding riding experience particularly on long distances. The technical highlights of the new K 1200 R Sport at a glance:

Semi-fairing mounted firmly on the frame and a new headlight emphasising the sporting character of the K 1200 R Sport and improving its riding comfort particularly at high speeds. High-performance four-cylinder inline power unit tilted 55 to the front, maximum output 120 kW (163 hp), maximum torque 127 Nm (94 lb-ft). Fulfilment of the strictest environmental standards thanks to Digital Motor Electronics and three-way catalytic converter. High-performance aluminium suspension with Duolever wheel mount at the front and EVO-Paralever wheel mount at the rear. Unladen weight of only 241 kg or 531 lb in road trim, perfect balance ensured by a low centre of gravity, supreme handling qualities. Relaxed seating position for an active riding experience. Electronic immobiliser featured as standard. On-board network with CAN-bus technology. Electronically adjustable ESA suspension available as an option. Latest-generation Integral ABS (semi-integral version) available as an option. Tyre pressure control (TPC) as an option. Wide range of optional extras and sports accessories. New: BMW Motorrad High Performance Parts for sporting customisation.
BMW Media Information 10/2006 Page 29
3.1 Technical Features and Design.
As the latest model in the K-Series, the new BMW K 1200 R Sport boasts the same top-of-the-range technology as its sister models. Specific details of the drivetrain, suspension and running gear, brakes and on-board network are described in detail in the press kit on the K 1200 S and, respectively, K 1200 R. Semi-fairing with integrated headlight mounted firmly on the frame. Developed in the wind tunnel, the front fairing made of plastic elements is perfectly matched to the motorcycle, combining good looks with equally good protection from wind and weather. Defined air guidance around the side spoilers guides the wind smoothly around the rider, reducing wind pressure on his head and upper body. Despite its compact and slender dimensions, the fairing on the K 1200 R Sport offers significant safety and protection even at high speeds enhanced greatly over the standard offered on the Roadster with its large windshield. And apart from extra comfort, the engineers at BMW Motorrad have also succeeded in enhancing the motorcycles dynamic potential, with the rider benefiting from excellent wind protection above all at high speeds. The strikingly designed headlight in clear glass look and with free-form technology integrated in the fairing is the same as on the sporting R 1200 S, the asymmetric design of the headlight alone showing clearly that this is a genuine BMW. The reflectors are tailored geometrically to the riders illumination requirements, interacting together with the H7 bulbs arranged next to one another to provide excellent light intensity and illumination on the road ahead. Beneath the headlight, the fairing proudly boasts two typical BMW kidney grilles interacting with the wheel mounts and radiator trim panels also optimised in the wind tunnel to ensure an efficient flow of cooling air to the radiator. The fairing components at the side are fastened to the motorcycle by integrated plastic mounts, avoiding the need to use visible bolts or screws and again emphasising the elegant, sophisticated look of the new BMW K 1200 R Sport.

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High-performance four-cylinder inline power unit. The new K 1200 R Sport is driven by the same engine that ensures supreme riding pleasure on the BMW K 1200 R: Like on the Roadster, the high-performance power unit develops maximum output of 120 kW (163 hp) at 10,250 rpm, with peak torque of 127 Nm (94 lb-ft) at 8,250 rpm. These figures alone clearly underline the supreme acceleration and drive power of the K 1200 R Sport standing out as a sporting multi-talent in every respect. Dry sump lubrication and the position of the compact power unit with its cylinder bank tilted 55 to the front ensure a very low centre of gravity offering, first, the desired load on the front wheel and, second, sporting, dynamic handling qualities at all times. Six-speed gearbox. The six-speed gearbox on the K-Series is a light and compact integrated transmission unit fully contained within the engine housing. The gearbox itself as well as the gear increments are the same as on the other K-models. Duolever front wheel suspension. Like its sister models, the new K 1200 R Sport boasts Duolever front suspension combining superior precision and directional accuracy with optimum suspension comfort. The entire structure is very strong and torsionally resistant, naturally being conceived and designed for light and smooth handling. And thanks to its smooth response, the front wheel suspension offers a precise feeling for the road surface, taking in and smoothly absorbing even the smallest bumps. Yet another feature of the kinematic Duolever is its anti-dive brake action remaining virtually consistent throughout the motorcycles entire spring travel. All told, therefore, the new K 1200 R Sport offers an ideal combination of everyday riding qualities and sportiness also through its suspension and running gear, once again emphasising the dynamic character of the new machine from BMW Motorrad. Paralever rear wheel suspension. Developed by BMW Motorrad for the K-Series, the Paralever is a highly stable lightweight construction efficiently combining the transmission of forces and rear wheel guidance, and connecting the spring strut via a progressive kinematic pivot point. It also offers significant benefits in damper response and progressive action.
BMW Media Information 10/2006 Page 31

Further advantages of the Paralever are the reduction of unsprung masses and load change reactions, the increase in ground clearance, and the particularly attractive, filigree look of the rear suspension. Optional ESA and RDC. The new K 1200 R Sport is available as an option with BMW Motorrads Electronic Suspension Adjustment (ESA) allowing the rider to adjust the spring/damper set-up conveniently to his particular requirements simply by pressing a button. And as a further option available straight from the factory, the new K 1200 R Sport also comes with TPC Tyre Pressure Control. EVO brake system and Integral ABS as an option. The new K 1200 R Sport is fitted as standard with BMW Motorrads proven EVO brake system also featured on other models in the K- and R-Series. With brake disc diameter of 320 millimetres/12.60 at the front and 265 millimetres/10.43 at the rear, this brake system is simply ideal for excellent stopping power also when riding fast and dynamically. And the flexible steel brake lines featured as standard on the EVO brake system not only look good, but also ensure a consistent pressure point at all times. The new generation of BMW Motorrad Integral ABS with semi-integral function introduced in summer 2006 is available as an optional extra. This system controls the front and rear wheel brakes from the handbrake lever, while the footbrake lever acts exclusively on the brake at the rear as a configuration particularly well-suited for the sports-minded motorcycle rider. CAN-bus technology and electronic immobiliser. A standard feature of the current BMW Motorrad K-Series is that the electrical and electronic components communicate with one another via a modern databus network exchanging digital information through one single wire. Introduction of this single-wire system has dramatically streamlined the on-board electrics, significantly reducing the need for cables and connectors as well as the weight of the entire wiring system. A further point is that only this technology is able to provide reliable, comprehensive and rapid troubleshooting and diagnostic functions. Yet a further benefit of CAN-bus technology is that it enables the service technician to read out data and/or re-define parameters. And an electronic immobiliser with direct exchange of data between the ignition key and the motorcycles electronic system is also standard on the new K 1200 R Sport.

Tinted windshield. Supports for sports cases. Sports cases variable in capacity. Luggage rack*. White direction indicators (LED indicators available from 2/07)*. Sports softbag, small. Tankbag. Main stand. BMW Motorrad Navigator. Support for BMW Motorrad Navigator. Low seat (790 mm/31.1)*. New: Sports silencer.
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New: BMW Motorrad High Performance Parts. Introducing the K 1200 R Sport, BMW Motorrad is launching a new initiative in the accessories market tailored specifically to the brands most sporting models: BMW Motorrad High Performance Parts give the customer the opportunity to customise his machine in particularly sporting style. And at the same time all of these new products offer the highest standard of good looks, function and quality. The range of BMW Motorrad High Performance Parts is being consistently enlarged and will be carried over to other models in future. For details please see the separate press kit. High Performance Parts for the K 1200 R Sport (extract).
HP footrests. HP carbon seat cover. HP carbon wheel cover, front. HP carbon engine spoiler. HP carbon clutch cover.
BMW Media Information 10/2006 Page 35
3.3 Engine Output and Torque.
BMW Media Information 10/2006 Page 36
Specifications. K 1200 R Sport.
K 1200 R Sport Engine Capacity Bore/stroke Max output at Max torque at Configuration No of cylinders Compression ratio/fuel grade Valve/gas charge management Valve per cylinder Valve dia, intake/outlet Throttle butterfly diameter Fuel supply Electrical System Alternator Battery Headlight Starter Power Transmission/Gearbox Clutch Gearbox Primary transmission ratio Gear ratios I II III IV V VI Rear wheel drive Final drive Suspension Frame Suspension, front Suspension, rear Spring travel, front/rear Castor Wheelbase Steering unit angle Brakes cc mm kW/hp rpm Nm/lb-ft rpm 1,157 79/59 120/163 10,250 127/94 8,250 Inline : 1/premium plus (98 RON) DOHC (double overhead camshaft) 4 32/27.BMSK

W V/Ah W kW

580 12/14 maintenance-free Low beam 1x H 7/55 W High beam 1x H 7/55 W 0.7
Multiple-plate oil bath clutch, dia 151 mm Dog-shift six-speed gearbox 1.559 2.398 1.871 1.525 1.296 1.143 1.015 Driveshaft 2.91

mm mm mm front rear

Wheels front rear Tyres front rear
Composite aluminium frame with internal moulding/extrusion pressed profiles and die-castings BMW Duolever BMW Paralever 115/1,Double-disc brake, dia 320 mm Single-disc brake, dia 265 mm BMW Motorrad Integral ABS (semi-integral) available as an option Light-alloy cast wheels 3.50 x 17 MTH 2 5.50 x 17 MTH 2 (optional: 6.00 x 17 MTH 2) 120/70 ZR 17 180/55 ZR 17 (190/50 ZR 17)
Weights and Dimensions Length, overall Width, overall, with mirrors Handlebar width, without mirrors Seat height Weight, unladen, with full tank Max permissible Tank capacity Performance and Fuel Consumption Fuel consumption 90 km/h 120 km/h Acceleration 0100 km/h Standing-start km Top speed, approx

mm mm mm mm kg kg ltr

2,(790) 19

4.7 5.5 2.plus

BMW Media Information 10/2006 Page 37

3.5 Colours.

Colour K 1200 R Sport White Aluminium metallic matt Cosmic Blue

Seat Black Black

BMW Media Information 10/2006 Page 38
4. Integral ABS and ASC new Riding Dynamic Control Systems for BMW Motorcycles.
Entering its next generation, BMW Motorrad Integral ABS is taking a quantum leap in the process of evolution, advancing from a stand-alone solution acting only on the brakes into a fully networked all-round system. Offering the new generation of Integral ABS, BMW Motorrad provides the foundation for additional dynamic riding control systems with a reduction in technical requirements and features. And following the customers wishes, this new generation also opens up the option in future for further-reaching rider assistance functions. The first step in this direction is BMW Motorrad ASC Automatic Stability Control available as of 2007. This system serving to control drive spin on a production motorcycles is being introduced as an optional extra on the touring models in the BMW K and Boxer Series. Once again, therefore, BMW is acting as the pioneer in the introduction of advanced safety technologies on the motorcycle. This further enhances the leadership which BMW Motorrad has shown in the area of active safety for more than 15 years. Choosing the right development partner for both systems, BMW Motorrad obviously had to focus on that partners specific competence in control technology and the networking of functions within the vehicle. In recent years, major car suppliers have become aware of the technical challenges presented by the motorcycle with its specific riding dynamics and the growing potential for motorcycle control systems in the market. The decisive point in preselection of the development partner was the willingness and ability to develop specialised solutions suitable for use on BMW motorcycles. So taking this into account, joint development of the new generation of ABS brake technology started together with Continental-Teves in early 2003. Integral ABS. BMW Motorrads new Integral ABS technology has been developed separately from the previous system and the entire layout of the system has been newly conceived from the ground up. Capitalising on progress in technology in both hydraulics and electronics, the development engineers have succeeded in simplifying the architecture of the system while at the same time enhancing its functions to an even higher standard. The result is supreme stopping power and very short stopping distances even without electrical power assistance on the brakes.
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BMW Motorrads new Integral ABS is no longer based on the plunger principle or, respectively, the ram pressure process used on previous generations, but instead is conceived as a valve system. Carried over from automotive applications, this control concept is now able to ensure a very high standard of all-round comfort and convenience in every respect. In particular, feedback of brake pressure modulation on the brake lever has been reduced by recent development of the control valves and management to such an extent that it no longer has any kind of adverse effect, thus paving the way for introduction of the new system also in the topmost segment of BMW motorcycles. The new Integral ABS system applies brake pressure on the front wheel brake solely by means of a hydraulic circuit, thus acting entirely in response to the operating forces applied on the hand lever. This, in turn, ensures a more direct feeling of the brakes particularly important to the sports-minded rider. And now the rider no longer has to get used to any change in control or operation of the brakes when switching over from a motorcycle without ABS. The new system naturally maintains the proven semi-integral function, that is automatic activation of the rear-wheel brake when operating the frontwheel brake. Pressing the footbrake alone, however, the rider, as in the case of a conventional system, activates only the wheel brake at the rear. As with the previous system, the advantages of this integral brake are ideal brake force distribution on both wheels under all conditions, naturally taking load conditions into account, as well as enhanced control enabling the rider to detect at an early point the risk of the rear wheel lifting off when applying the brakes all-out, and to take appropriate counter-action. To provide the desired integral function, brake pressure for the rear-wheel circuit is generated and built up by an electronically controlled hydraulic pump. This offers the advantage of pressure management and control completely independent of the front wheel circuit which is the prerequisite for dynamic, adaptive and, ultimately, consistently ideal brake force distribution to the rear wheel as well as fully independent brake management and control. In the event of any deficiencies in the hydraulic pump or electrical components, the rear-wheel brake acts hydraulically as with a conventional system, overriding the integral function. This has no effect on the proper operation of the front-wheel brake, the only difference being that the ABS function is no longer operative in the event of such a deficiency.

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4.2 Function and Technology of the new Generation of Integral ABS.
Introducing the new generation of ABS brake technology, BMW Motorrad is changing over to a new, even more advanced system featuring valve-based pressure control also on Integral ABS. Progress in hydraulics, in the area of control valve technology, and in electronics now allows the same comfortable operation of the system with minimum feedback as in the case of plunger systems or ram pressure concepts. In its fundamental configuration of brake hydraulics and valve management, BMW Motorrads new Integral ABS is comparable with other valve-controlled ABS systems. The special features of BMWs system lie in the concept of pressure management, the use of intelligent control strategies, and in the integral function. The latter is a semi-integral system, meaning that whenever the rider applies the front-wheel brake by means of the handbrake lever, the brake circuit for the rear wheel is automatically also activated in the same process. The footbrake lever, on the other hand, acts solely on the rear wheel brake. BMW Motorrads new Integral ABS is being introduced step-by-step on all models in the new K and Boxer generation (with the exception of the BMW R 1200 S), replacing the previous system. Hydraulic and pressure control functions. The overall principle followed by BMW Motorrads new Integral ABS is relatively simple: Brake pressure generated manually by the rider via the brake lever and the main brake piston is transferred via an open valve (the intake valve) directly to the appropriate wheel brake. As soon as the wheel sensors and electronic management determine that a wheel is about to lock, the intake valve is closed and an outlet valve arranged in parallel in the wheel brake circuit is briefly opened. This allows brake fluid to flow through the outlet valve into a reservoir (low-pressure storage), very quickly reducing brake pressure on the appropriate wheel brake (if necessary down to zero). This operation of the valves is accompanied by activation of an electrically driven hydraulic pump delivering the brake fluid flowing out of the wheel brake circuit back into the control circuit and thus setting off the volume in the respective brake circuit. Then, once the wheel is able to turn again freely, the outlet valve is closed and the intake valve is opened, re-establishing the hydraulic connection between the brake lever and the main brake piston.
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Now brake pressure built up by the rider via the brake lever once again increases hydraulic pressure in the brake callipers. Appropriate control and operation of the valves, finally, serves to modulate brake pressure, adjusting the stopping forces acting on the wheel to the current frictional coefficient and road conditions. Analogue pressure management for fine-tuning system pressure. Modern hydraulic valves with an adjustable cross-section are featured on the intake side. Appropriately controlled and operated, they allow continuous, ongoing management of volume flow in building up pressure on the wheel, thus providing analogue-based pressure control of the brake. This ensures a significantly higher standard of control quality and precision over previous valve systems with a fixed, pre-set opening cross-section limiting their operation to simple black-or-white control when opening and closing. In conjunction with appropriate control strategies, BMW Motorrads new Integral ABS is able to build up pressure quickly during the control cycles and adjust system pressure with a high level of precision. This, in turn, reduces pressure pulses and, accordingly, any kick-back effect on the hand lever, making the entire control process smoother and more comfortable. Three additional pressure sensors in the system continuously monitor pressure conditions. With system pressure being masterminded and determined in this way, and with previous cycles being evaluated, the system is able to specifically control brake pressure as needed, setting pressure to the respective level required and thus reducing the number and intensity of control functions during operation of the brakes in the ABS mode. Provided there is no sudden change in frictional coefficient, only fine-tuning of brake pressure is then required after the first control cycles. This ensures smooth and comfortable application of the brakes with optimum stopping power close to the respective friction limit. And with modulation of brake pressure being relatively small, variations in wheel load and, accordingly, movements of the vehicle are kept to a minimum, enhancing riding stability and giving the rider an even better feeling of all-round safety. BMW Motorrads new Integral ABS no longer requires an electrical brake servo. Rather, recent developments in brake hydraulics ensure very rapid buildup of pressure and just as important virtually spontaneous reduction of pressure in the control phase. This ensures immediate reaction of the system under all conditions to the riders specific need for brake power as well as smooth and precise control by means of hydraulic operation alone.

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Wheel brake circuits separated completely from one another. The brake circuits for the front and rear wheel on BMW Motorrad Integral ABS are separated completely from one another, and are not linked by any kind of hydraulic connection. This ensures a clear and straightforward brake feeling at all times with a clearly defined pressure point particularly on the front-wheel brake under all conditions. Brake pressure on the front wheel is generated in the conventional process by the rider via the main brake piston in the control lever and acts directly on the front brake calliper. Wherever the ABS control function is required, the electronic control unit modulates brake pressure via the valves in the brake circuit, as described in the foregoing. The rear-wheel brake is also operated in the usual way by the rider pressing down the footbrake lever. As long as he presses down the footbrake lever only, the footbrake will generate the brake pressure desired in an all-mechanical/hydraulic process, pressure acting on the rear-wheel brake only. Whenever necessary (that is with the wheel threatening to lock), brake pressure is controlled appropriately via the ABS valve system. Integral brake with electrohydraulic pressure generation. To activate the integral function, brake pressure for the rear-brake is generated actively via an electrohydraulic high-pressure pump as soon as the rider pulls the handbrake lever. The pump is switched on automatically every time the rider uses the front-wheel brake and is masterminded by the pressure sensors in the front-wheel brake circuit. Geared to brake pressure on the front wheel, appropriate pressure is built up automatically on the rear-brake in accordance with the brake force distribution predetermined by the control unit, the rear wheel thus being decelerated ideally with every application of the front-wheel brake (semi-integral function). Even when using the integral function, the rider has the option to brake the rear wheel harder via the footbrake lever than the integral system as such would allow. This he can do up to the rear wheel locking point where ABS cuts in. Should the brake pressure applied by the rider be weaker than the pressure generated via the integral function, the riders operation of the footbrake is not taken into account and the rear-wheel brake is applied in accordance with the integral function. Ideal brake force distribution between the front and rear wheel changes as a function of the load the motorcycle is carrying. The integral brake is also able to take load conditions into account by adjusting accordingly. Comparing wheel locking pressure in the wheel circuits, pressure measurement within the
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system provides an indication of the load the motorcycle is currently carrying and adjusts brake force distribution accordingly whenever the brakes are applied in the ABS mode. In all, electrohydraulic generation of brake pressure for the integral function ensures perfect adjustment of rear-wheel brake pressure under all conditions as a function of front-wheel deceleration (ideal distribution), load conditions, and the frictional coefficient. Only this method of generating pressure is really able to give priority to the riders specific wishes and operation of the brakes, whenever appropriate. And should the hydraulic pump ever fail to operate, the parallel hydraulic circuit on the footbrake lever will act by itself, the rear-wheel brake operating in the same way as a conventional hydraulic brake. Semi-integral function for extra safety and stability. A point to be emphasised once again here, since it is often underestimated, is the advantage of the semi-integral brake concept with independent, optimum distribution of brake power on both wheels. When applying the brakes under normal conditions below the maximum limit of deceleration, that is in the most common situation in everyday traffic, the rear wheel is able to convey significant stopping power to the road. Since lateral guidance forces on the tyre decrease as a function of increasing brake power, better distribution of brake power between the two wheels enhances both safety reserves and lateral stability. This advantage is particularly significant in braking manoeuvres often forced upon the rider in a bend, where the degree of stopping power and deceleration required depends on the specific situation encountered by the rider. Should the rider apply the brakes in such a situation only on one wheel, the wheel involved (generally the front wheel) has to convey the full power of the brake and is therefore only able to build up a low level of lateral support and guidance. The integral system, by contrast, distributes brake power ideally to both wheels, providing a higher level of lateral and side support on each wheel (naturally as long as the brakes do not enter the ABS mode). This ensures maximum brake stability within the physical limits applicable in each case. Apart from increasing side forces, the semi-integral function also ensures better detection of a rear wheel lifting off when applying the brakes all out. While conventional two-channel ABS brake systems are only able to evaluate wheel speed signals, BMW Motorrads integral system provides more information, monitoring both pressure signals in the two brake circuits and the speed of both wheels and thus determining the degree of stopping power and, accordingly, any tendency of the rear wheel to lift off.