Dan Nastase

Felicitari pentru performantza, Dan Honciuc !

Din pacate Sorin "a dat-o" de multi ani pe "conserve" si traiul de burghez familist... Din fericire a ramas (macar in teorie) cu pasiunea pentru motoare... N-ar strica daca ar posta si el aici niste poze si niste amintiri din anii '70. ATENTIE Doru: Cred ca ar fi cazul sa iei legatura cu un administrator si sa schimbi titlul acestui topic. "Suna" mult prea "neprietenos"... Tuturor motociclistilor: La multi kilometri frumosi !

"Batranul Dan" va multumeste sincer pentru gandurle voastre bune si cuvintele frumoase. Sa ne vedem sanatosi si voiosi !

Salut, prieteni ! ...Unii, mai incepatori oleaca intr-ale "bemwinariei" se cam minunau ca ultima mea rocada a fost intre R 1200 Gs si K 1200 RS... Altzii, mai harsitzi, isi zambeau in barba cunoscand pasiunea mea care dateaza din 1968 pentru motociclete in general si toata seria de bavarezi incepand din 1974 in special, nu conteaza care, R, K, F, "da' sa fie bemwer" si stiind apetitul meu pentru schimbari de fiare si kilometri multzi facutzi pe motor in orice conditzii... Mie acu' imi ajunsese sedentarismul la os, ramas sofer de conserva in serviciul "jumatatzii" mele si devenisem de-a dreptul exasperat de atatea luni de "teste comparative", filoxera pe hartie si butonare pe diversele site-uri consacrate, autohtone si germano-italiene... Ba, mai nou, si anglicane, ca, cica, se poarta... Mi-am scos urgent din cap ideea exclusivista a ultimelor creatzii "alb-albastre"... Prea multe grauntze, fratilor, coco, dinari, money, parale... si daca nu ai pipota ego-ului prea inflamata ajungi decent si urgent la concluzia ca nu se justifica de nicio culoare... Intrebarea care se pune este: cat motor primesti pentru gramada de bani pe care o dai ?! Cine vrea cu tot dinadinsul motor nou, n-are decat; in 40 de ani de motociclism eu am avut o mare serie din astea si mi-a trecut... In concluzie si cam in acelasi principiu: am lasat de-o parte ideea "binevoitorilor" care itzi aduc la poarta piesa visata si devreme acasa si cu bani putini, si "fata mare"... doar "olecutza" plimbata... cu jambele coafate si kilometrajul dat peste cap ! M-am hotarat instantaneu, mi-am pus echipamentul si casca de drum lung in straitza si "m-am teleportat" cu autocarul pe meleagurile teutone chiar la neamtzu' apropitar acasa dupa motor... Si anume BMW ROADSTER ca-i mai pentru varsta mea... E de la sine intzeles (pentru cine imi cunoaste peregrinarile) ca la intoarcere o ploaie super belicoasa m-a mitraliat crunt vreme de 2.000 kilometri da' nu-i bai !... Motorul a invins demn si vitejeste si cerbiciile drumului si indarjirea salbatica a ploii asa ca acum am deosebita placere sa vi-l prezint pe : Black Magic Wanderer ! ...Cu voia dumneavoastra, din 2001, cu "full service history", dotat cu ABS, manere incalzite, coburi originali, tank-ruccsac, saler bag si acum cu 44.000 km la bord. Doamne Ajuta !

Moto Romania dupa WW II si in plin " avant socialist"... Prieteni, va rog sa ma credeti ca mereu au existat clasele sociale... Nu numai in politica, nu in teorie, "doar" in viata de zi cu zi... Daca erai "inginer" cu roaba era una, daca erai arhitect, medic renumit, activist sau securist era alta... Situatia asta se reflecta si in motocicletele care circulau pe strada. Contrar unor pareri preconcepute existau pe sosele multe marci de renume printre care NSU, BSA, Norton, Triumph, BMW, Royal Enfield... Si multi campioni romani de motociclism - lasati acum pe nedrept in uitare... ...A venit randul aristocratelor Simson, elegantelor MZ, sportivelor Jawa proletarelor IJ-uri... pe care le puteai cumpara direct de la magazin. Dar, incet-incet, marea majoritate a romanilor nu si-au mai putut permite decat celebrele Simsonete sau "Capre" si in cele mai fericite cazuri scutere Manet, 175-uri "doi iepurasi", Danuvia sau CZ-uri... si benzina de la soferii de camioane cu 10 lei galeata... la un slariu de 500 - 1.500 lei/luna... Iar daca erai iubit de Dumnezeu, nu erai membru de partid si nu tinjeai dupa "functii cu masina la scara"... Volga, Pobeda, Moskwich sau Trabant, aveai mare pasiune pentru motociclete si un prieten sau o ruda dincolo de "cortina de fier"... venea si motocicleta. Spre disperarea "organelor"...

LA MULTI KILOMETRI FRUMOSI ! ... Imi recunosc in acele fotografii prietenii - fat-frumosi si domnite ai timpurilor romantice ajunsi acum veterani - personaje de poveste pentru tinerii motociclisti de azi... Va salut cu stima pe toti - oameni cu inimi de aur ! Dan Nastase 1968. Cu prima-prima "Cleopatra" nu am poze... 1972. "Cobra" 1974. "Campionul" 1983... Prototipul "Condor" BMW-ul cu motor de Wartburg... ... Si "Legenda continua"...

Sincere felicitari pentru toate frumoasele escapade motorizate si prezentarile lor. Totusi - pentru a nu ramane cu un iz amar de abandon - dupa o jumatate de an - in legatura cu "Black Sea Tour" - cititorii romani asteapta si acum finalul...

REMEMBER DAKAR... Anul acesta traim din amintiri... Dar amintiri dragi noua. A trebuit sa treaca peste un sfert de secol pentru ca in paginile de legenda ale celui mai teribil rallye-raid din lume - Dakar - sa apara tricolorul romanesc. Nu cred ca exista in lume pasionat al vietii pe doua roti motorizate care sa nu vibreze la gandul participarii la aceasta competitie extraordinara. Este adevarat ca de la vorba la fapta este o cale atat de lunga si rigorile impuse de supermaratonul african nu pot fi depasite doar printr-un exercitiu de vointa. Determinarea este o calitate obligatorie, dar nu suficienta. Posibilitatile materiale, pregatirea fizica de exceptie, sustinerea unei echipe tehnice corespunzatoare impreuna cu o pasiune fara margini pentru ceea ce denumim intr-un cuvant motocicleta fac diferenta intre a dori si a reusi. Poate ca nu este intamplator - pentru toate cate se petrec astazi in tara noastra - ca aceasta reusita de exceptie nu a fost patronata de nici un for diriguitor, ea fiind pur si simplu o realizare particulara. Asta nu scuza, evident, faptul ca oamenii care sunt abilitati sa organizeze si sa sprijine astfel de competitii nu au contribuit la aceasta actiune de prestigiu. Convingerea noastra sincera este ca si acum exista persoane in Ministerul Sporturilor care habar nu au despre ce este vorba. Suntem dezamagiti si de modul cum au reactionat mass-media. Cu foarte rare exceptii, nu s-a publicat aproape nimic despre echipa romaneasca plecata sa se ia la tranta cu infernul. Putem sa facem o foarte scurta trecere in revista a celor care s-au implicat emotional, dar, din pacate, despre oportunismul si analfabetismul intru moto al majoritatii fratilor nostri de ginta gazetareasca am putea sa umplem pagini intregi... Dupa razboi, multi viteji s-au aratat, in special dintre aceia care sunt gata sa rastalmaceasca evenimentul, mai ales cand el are si o aura de senzational. Din fericire totusi, au existat cativa reporteri inimosi care au insotit echipa pana in Spania, pe linia de plecare. Lor li se adauga miile de pasionati care au accesat site-ul www.motociclism.ro si omul de suflet care a strans toate aceste pagini emotionante intre copertele unui album pe care i l-a daruit la intoarcerea in tara celui mai motociclist dintre noi - Romeo Dunca. Prieteni, sa nu va fie cu suparare! Lasati-ma sa il consider asa macar acum, cand, dupa mai bine de 25 de ani, un roman participa pentru prima data si ajunge la Dakar! Pe buna dreptate, pentru noi el este un invingator! Romanul izbeste cu caciula de pamant de ciuda, dar si de hotarare. Cand l-am vazut pe Romeo dand cu casca de nisip, am fost convins ca, daca tehnica nu il va trada, imensa lui ambitie il va purta pana la Dakar. Si asa a fost! Dupa care, acest tanc de om vine acasa si ne spune noua, tuturor, cum este sa joci totul pe o singura carte, sa te bati cu indarjire mii de kilometri si sa invingi. Sa poti intra in legenda cu propriile puteri, pentru ca asa vrei tu si sa nu mai doresti niciodata acest lucru. Si toate, demonstrate cu o modestie fara seaman. Aceasta este lectia de normalitate! Pentru ca masura lucrurilor firesti o dau faptele exceptionale. Pentru ca in zilele noastre, cand orgoliile se umfla mai ceva ca un balon de sapun si cand ambitia se alatura arareori cu munca si realizarile, avem, in sfarsit, unul de-al nostru care, luandu-se in fiecare clipa de piept cu moartea, ajunge calare la Dakar, dupa o cursa infernala de 9.000 km! Nobletea spiritului si a inimii, atunci cand nu este mostenita din familie, se poate dobandi totusi. “Per aspera ad astra” este dictonul antic calauzitor pentru generatii intregi de cutezatori care au privit dincolo de mirifica linie a zarii. Suntem, fara indoiala, plamaditi din noroi, dar si din pulbere de stele... Mandra elita a barbatiei absolute, cavalerii au invins timpul calari pe armasarii lor nazdravani cu stea in frunte... Sarut mana, cavalere Romeo Dunca! Sa traiesti, baciule Zsolt Szilveszter! Tot iainte cu darzenie, Many Gynes ! Cinste si Onoare, Marcel Butuza sau oricare va fi de acum inainte numele tau - cutezatorule ! Un salut de muschetar roman plin de admiratie intregii echipe cu tricolor rosu, galben si albastru. Dan Nastase

PREZENTARE: BMW HP2 Sport Photos and text courtesy of BMW AG 1. Concept, Requirements and Features 2. Model Designation and Marque 3. Development, Technical Highlights and Design 4. Technical Data 1. Concept, Requirements and Features The dream of many Boxer fans has come true: With the new BMW HP2 Sport, BMW Motorrad is putting the sportiest, most powerful and lightest Boxer series of all times on the road. The third model of the HP model range was designed for the ambitious sports rider and enthrals with numerous exclusive details that were previously restricted to racing, some making their first appearance in series vehicle production. Examples of these include the self-supporting and aerodynamically optimized fairings made completely of CFK, the gear shift assistant, a dashboard like that used in the MotoGP, the forged aluminum wheels and the racing brakes with radially bolted calipers. Wherever the eye of the spectator wanders, it sees pure racing technology that delights every enthusiast. It is unmistakably athletic, a vehicle that inspires on country roads as well as on the racing circuit. Regardless of the limits for the engine output as a result of the principle and the aerodynamic disadvantages from the cylinder configuration of a Boxer, BMW Motorrad deliberately decided to further develop this historic engine concept for a road racer with racing circuit talent. The key engine data are very respectable: the engine achieves more than 96 kW/128 hp at 8750 min–1 compared with the significantly modified engine of the BMW R 1200 S. The maximum torque lies at 115 Nm at 6000 min–1, the highest revs of the engine reaches a peak value at 9500 min–1. Technically, the BMW HP2 Sport is based on the BMW R 1200 S. Customized to meet the requirements of the ambitious sports rider down to the last detail, the BMW HP2 Sport is however a completely independent and absolutely exceptional motorcycle. Many detailed solutions are based on the experiences gained in long-distance races. The most striking difference of the BMW HP2 Sport from the endurance racing Boxer is the brand new cylinder heads: Each of the double overhead camshafts (DOHC) uses a drag lever to actuate the valves that are larger than in the BMW R 1200 S. Further modifications such as the flow-optimized intake and outlet, new forged pistons and adapted connecting rod help the engine to achieve the necessary higher output compared to the basic engine. The new stainless steel exhaust system is placed below the engine for the first time. This keeps the construction of the lower area of the motorcycle extremely slim, enabling great freedom of movement for the familiar ‘hanging off’ riding position, and the fitting of a CFK engine spoiler is advantageous to the aero-dynamics. An inimitable boxer sound with new acoustic quality is generated by the exhaust system and the striking design of the rear silencer is impressive. Another exclusive racing feature is the gearshift assistant together with the narrow ratios of the 6-speed gearbox to enable fast gear changes without having to ease off the gas and operate the clutch. This technology is offered for the first time in a series vehicle. In order to adapt the gearshift pattern for the racing circuit, a suitable replacement pressure sensor is available as special equipment if necessary. The fully adjustable Ăhlins sports chassis also has a Brembo monoblock brake system with radially mounted, four-piston fixed calipers at the front. Optimum ergonomics are ensured by the adjustable forged aluminum footrests, the adjustable stock handlebar and the Magura brake levers with radial mounted brake actuators. The series dashboard that comes directly from MotoGP sport provides the rider with important information and can also deliver lap times plus other racing relevant data as well as the usual displays (see Chap. 3). Attention was paid consistently to the lightweight construction of all components. This includes not only the self-supporting front fairing and the likewise self-supporting carbon rear or the weight-optimized forged wheels, but also hidden details such as the lightweight generator from the racing world. That’s how it was possible to reduce the unladen weight of the HP2 Sport to DIN standard with full tank (90%) to 199 kilos. The dry weight is a mere 178 kilos. The interplay of variable ergonomic design, increased engine output and the favorable centre of gravity of the Boxer guarantees superb handling and racing potential. Even if racing fascination is clearly at the forefront of the BMW HP2 Sport, it does not have to forego the safety design feature of ABS. The sophisticated anti-blocking system specially adapted to the HP2 Sport is available as an option and is configured so it can be switched off for the racetrack. The market introduction of the BMW HP2 Sport is scheduled for 2008. BMW HP2 Sport - wBW Lightbox - Click photo to view. 2. Model Designation and Marque “HP” is the abbreviation for “High Performance” and the “2” in the model designation of this supremely sporty BMW describes the two-cylinder Boxer engine. The term “High Performance” stands symbolically for the sporting performance idea, the achievement potential of the entire vehicle. “High Performance” – that is the skilful harmonization of all the individual components into a convincing whole that is more than the sum of the individual parts. It is the synonym for a well thought-out overall design and perfection right down to the last detail, for the very best driving characteristics and pure, unadulterated riding pleasure. It goes without saying that “HP” also stands for the prestige connected with an exceptionally high-quality and exclusive vehicle. After the HP2 Enduro and the HP2 Megamoto, the HP2 Sport is the third representative of an independent motorcycle category from BMW fitted with the historic Boxer engine. All the HP2 motorcycles mentioned use the technical basis of production vehicles, but are clearly differentiated by an uncompromising interpretation of their actual purpose through a conspicuous and emphatically resolute sports orientation and exclusive product features. These exceptional motorcycles are developed with great passion by small teams of professionals. The special team structure guarantees that the many years of experience of the development engineers, their grasp of the essential, personal know-how and “feeling” have a direct influence on the product. At the same time these engineers make use of the most modern development and simulation tools plus all the technical facilities that BMW as a whole has to offer. This symbiosis of high-tech and professional skill is what distinguishes the unique appeal of the HP motorcycles. That’s why high performance motorcycles from BMW are something very special; they are exclusive and authentic and will remain greatly sought after. 3. Development, Technical Highlights and Design The new BMW HP2 Sport extends the HP model range of BMW Motorrad. It is a descendant of the BMW R 1200 S. Apart from established concepts such as the BMW Motorrad Telelever and EVO Paralever as well as the cardan shaft drive, almost all components were newly developed or at least modified to a large extent. Weight saving, increased performance plus the uncompromising sporty configuration was top of the agenda in the list of requirements for the development engineers. A dedicated specialist team of veteran racing motorcyclists, engineers and mechanics, whose pulse quickens for the Boxer and who have also devoted themselves to motor sport in their private lives, developed this new model for BMW Motorrad. Experiences that the BMW Motorrad motor sport team had collected with the Boxer racing motorcycle – including a number of races in the endurance world championship of 2007 – were also incorporated. DOHC cylinder heads, valve actuated by drag lever A complete redesign of the cylinder heads allowed the Boxer to reach higher revs. Extensive tests in endurance events followed in addition to the usual tests. Double overhead chain driven camshafts (DOHC) and valves actuated by very light drag lever now enable top revs of 9500 min–1. The four radially arranged valves ensure extremely compact combustion chambers so that there is no need for the second spark plugs as used in the R models until now. The compression ratio is 12.5:1. Super Plus with 98 RON is recommended as the fuel for optimum performance although the motorcycle can also run on Super 98 RON. The horizontal arrangement of the camshafts introduces two special features: Each of the shafts controls an intake and outlet valve and the cams are conically ground. For a higher gas throughput, the valve plate diameter was increased from 36 to 39 millimeters (intake) and from 31 to 33 millimeters (outlet) respectively. The intake channels were machined for optimization. The operating technology with drag lever works with shims sitting on the valves as in the K 1200 engines. The cylinder head covers are made from carbon and fitted with easy-to-replace slip pads made from PA6 hard plastic. High-strength and lightweight forged piston The bore and stroke ratio is unchanged in the HP2 Boxer. The high-strength, weight-reduced forged piston and the correspondingly adapted conrod are new. Interacting with the new intake pipe system with its a short intake air funnel, the power plant develops a top performance of 96 kW/128 bhp at 8750 min–1 and a maximum torque of over 115 Nm at 6000 min–1. Flow through two parallel and consecutively switched oil coolers So that the Sport Boxer operates well under all conditions from the thermal aspect, two oil coolers positioned one after the other and with a parallel flow-through are deployed. Wind tunnel optimization of the BMW ‘kidneys’ in the front fairing ensures an effective flow through the double oil cooler. Stainless steel exhaust system with active exhaust gas flap For the first time the 2-in-1 exhaust system made completely from stainless steel is placed under the oil sump. This configuration guarantees optimum angles of tilt when riding. An exhaust flap in front of the double exhaust pipe silencer at the rear and actuated by an electronically controlled servomotor via cable produces a fuller torque curve. A fully-controlled catalytic converter cuts exhaust gas emissions. Oxygen sensors in the two header tubes monitor the oxygen level and guarantee an optimum air-fuel ratio over the entire torque band. An example of the great attention to detail that characterizes both the development and production of the BMW HP2 Sport is the exhaust pipe fixtures on the single-piece, self-supporting carbon rear. These are thermally decoupled while, at the same time, compensating for the change in length of the exhaust system during warming and cooling. The hump also boasts sophisticated ventilation openings, used to effectively deflect the heat away from the underseat exhaust. Additional features of the exhaust system are the highly attractive design and the impressive Boxer sound that escapes from the high-volume silencer. Close-ratio six-speed gearbox In contrast to the gearbox of the BMW R 1200 S, the first and second gear have higher ratios so that the gear increments are closer. This results in a lower drop in revs when changing up in gear. This configuration is also a typical racing feature that benefits the dynamic driving characteristics. Straight from the racing world: Gearshift assistant A further pedigree racing detail is the standard gearshift assistant of the BMW HP2 Sport, also described as an automatic gearshift. The system allows rapid gear change without reducing the gas or using the clutch. If the gear lever is activated, the electronic engine control throttles back the ignition angle and reduces the injection. This means the power unit is at “low load” for the gearshift so it is possible to change gear rapidly without needing the clutch. The gearshift assistant operates under normal riding conditions and, on request, for racing with an inverted switching scheme (pressure sensor as special equipment). However, if the rider actuates the clutch, the system remains inactive. The BMW HP2 Sport therefore always leaves the decision of whether or not the gearshift assistant is deployed to the driver. Modified frame construction The steel tube mid-frame comes from the BMW R 1200 S, but was adapted to the new single-piece and self-carrying carbon fiber composite rear in the area around the location points. Telelever with Ăhlins sport spring strut The front wheel suspension is provided by the stable, approved telescopic lever construction. Its trailing link is supported by a specially tuned Ăhlins sport spring strut with compensating tank, adjustable in tension and compression stroke damping as well as in the spring pre-tension. The expanded surface around the slider clamping device in the lower fork brace allows fine adjustment of the vehicle height. Quality components made of milled aluminum The upper fork brace and the two adjustable high-quality stock handlebars flange-mounted in the crankshaft throw are made from fully milled, forged aluminum parts. The main brake cylinder and the clutch master cylinder with radial pump coupling fixed by quick-release clamping calipers usually found in racing are also used here. EVO Paralever with Ăhlins sport spring strut The Paralever rear wheel suspension also originates from the BMW R 1200 S, but in the BMW HP2 Sport it has an Ăhlins sporting spring strut with compensating tank adjustable in all aspects. Thanks to the longitudinal adjustment integrated in the spring strut the vehicle height can also be varied at the rear. This means the chassis geometry of the BMW HP2 Sport can be individually optimized for different racing circuits. Every BMW HP2 Sport is supplied as standard with an exclusive toolset which can be used to make all settings on the chassis components. Exclusive forged wheels and racing tires The BMW HP2 Sport runs on specially developed, weight and stability optimized, surface-milled forged wheels of size 3.5 x 17” or 6.0 x 17”. These are considerably lighter than conventional die-cast wheels, but have comparable high stability. The handling characteristics benefit enormously from the smaller rotating masses. The sports Boxer is really easy to steer on bends and allows incredibly rapid change of direction. The forged wheels are fitted as standard with sports tires in 120/70 ZR17 format at the front and 190/55 ZR17 at the rear. These tires from renowned manufacturers – generally used only on the racing circuit such as the Supersport championship, for example – are homologated for use on asphalt road surfaces. The engineers decided on a 55 series tire cross-section as this achieved the best results for the overall characteristics in tests. Brembo monoblock racing brakes The braking system of the new BMW HP2 Sport also presents itself as uncompromisingly sporty. Single-piece, radially mounted four-piston brake calipers from Brembo that hold the two 320-millimetre discs powerfully in its grip are used on the front. The radial screw connection is effected by a new die-cast foot on the lower part of the Telelever. A double sliding piston decelerates the rear wheel. It goes without saying that the hydraulic application of the brake calipers is activated by high-quality, steel armored brake lines. Modified, switchable BMW Motorrad ABS is optional BMW Motorrad offers an ABS adapted to sporting events as an option. The function of the system has been optimized to prevent the rear wheel from lifting. An additional pressure sensor in the front brake circuit provides sensitive regulation of the system and the control unit prevents the front wheel brakes from opening too early when the load on the rear wheel is greatly reduced. Nevertheless the ABS can be deactivated for racing events. Racing ergonomics Even at the outset of the development, the engineers focused on the seat position. Compared to the BMW R 1200 S, the rider moved closer to the handlebar resulting in a notably more upright seat position oriented towards the front wheel and behind the ‘waistline’ of the fairing. More importantly, the remarkably slim design of the tank area favors the rider’s weight displacement (hanging off) on the racing circuit. The BMW HP2 Sport also benefits here from the experiences gained in long-distance races where it is not only a question of speed, but also of staying power. Because the rider finds a suitable, but comparatively relaxed, riding position for racing, the new BMW Sport Boxer offers genuine endurance qualities. Adjustable footrest system The range of high-grade racing components includes the adjustable footrest system made of milled, high-strength aluminum. An eccentric cam is used to adjust the height of the footrests and to move them forwards or backwards. Stepped setting positions of the footrests make sure that identical adjustment is possible on both sides. At the same time, the likewise fully adjustable brake and gear lever allow optimal positioning of the operating elements. Adjustable stock handlebar and Magura manual fittings Also the stock handlebar of milled forged aluminum is ideally positioned and can be adjusted by changing the offset. The Magura radial manual controls allow manual lever width setting of the brakes and clutch. All Carbon fiber composite fairing All the fairings of the BMW HP2 Sport are made from carbon where the single-part rear as well as the front fairing are realized as self-supporting elements. The latter has a noticeably slimmer construction than the BMW R 1200 S and houses lightweight, high-luminosity halogen twin headlamps with free-formed surface reflectors. Special details include the number plate carrier of the BMW HP2 Sport: It can be removed along with the tail lamp and indicators in a few easy steps before taking part in a race. Refinements in the wind tunnel Like every BMW Motorrad the new BMW HP2 Sport was also given its finishing touches in the wind tunnel. Not only were components such as the windshield and new rear-view mirror optimized from an aerodynamic aspect; the engineers also paid particular attention to the airflow for cooling the engine. So the front spoiler guides the air stream specifically towards the outlet side of the cylinder heads while the BMW ‘kidneys’ in the front fairing guarantee an effective flow of the double-oil cooler. Lastly, elaborate ventilation openings in the carbon tail ensure that the heat of the underseat exhaust system is efficiently deflected. Sports info centre: GP dashboard from 2D systems A real highlight for all racing enthusiasts is the production-line dashboard in the cockpit of the BMW HP2 Sport. It was developed in collaboration with the acclaimed company 2D Systems that also deploys its systems in GP racing for data recording and analysis. The system has a large, easily readable digital display and works in different modes. It is operated by two switches on the left handlebar control. In road mode the rider can view typical information such as revs, speed, time, kilometers, remaining distance and driving time on the display and is shown supporting information during the warm-up phase of the engine. In race mode the screen provides data about circuit times, maximum revs, top speed or number of gearshifts, for example. The stored data can also be read out with a laptop. In addition there are eight freely programmable LEDs in the upper area of the dashboard that can be used as a rev display or external gearshift light. Like the other functions, the displays are also freely programmable. Finally, the GP dashboard offers a large number of expansion options. A lap timer with transmission/receiving unit, GPS tracking or datalogger can be connected to a free input. Following the BMW Motorrad motor sport design The fairing of the new HP2 Sport is realized to a large extent in carbon-look and follows the style of the BMW Motorrad motor sport design with white lacquering on the windshield, rear, mudguard and side cover. The engine spoiler carries the two-tone “HP2” lettering. The lattice frame and wheels are lacquered in the BMW Motorrad color of Motorsport Blue. 4. Technical Specifications BMW HP2 Sport Engine Capacity 1,170 cc Bore/stroke 101 mm x 73 mm Max output 130 bhp @ 8,750 rpm Torque 85 lb-ft @ 6,000 rpm Configuration Boxer No of cylinders 2 Compression ratio/fuel grade 12.5/S Plus Valves/gas cycle DOHC (double overhead camshaft) with drag lever Valves per cylinder 4 Ø Intake/outlet 39/33 mm Throttle butterfly dia 52 mm Fuel supply management BMS-K Electrical System Alternator 480 W Battery 12 V, 12Ah, maintenance-free Headlight 2 x H 7, 55 W Starter 1.2 kW Power transmission/Gearbox Clutch Single-disc dry clutch Ø 180 mm Gearbox Constant mesh 6-speed transmission Primary transmission 1.734 Gear ratios I 2.176 II 1.625 III 1.296 IV 1.065 V 0.939 VI 0.848 Rear wheel drive Drive shaft Final drive 2.75 Chassis Frame: Main frame and front frame made of steel tube, rear frame and front fairing self-supporting CFK, self-supporting power unit Suspension, front BMW Telelever Suspension, rear BMW Paralever Spring travel, front/rear 105 mm front, 120 mm rear Castor 86 mm Wheelbase 1,487 mm Steering head angle 66 degrees Brakes Front: Double disc brake Ø 320 mm Rear: Single disc brake Ø 265 mm BMW Motorrad ABS optional Wheels Light metal forged wheel Front: 3.50 x 17 Rear: 6.00 x 17 Tires Front: 120/70 ZR 17 Rear: 190/55 ZR 17 Dimensions and Weight Length, overall mm 2,135 Width, overall mm 750 on slip pad Handlebar width mm 700 Seat height mm 830 Weight, dry kg 178 Unladen weight to DIN standard with full tank kg 199 Max permissible weight kg 330 Tank capacity/reserve l 16/4 Performance Data Acceleration 0–100 km/h s <3.1 Top speed km/h >200 --- Mesaj completat în 12 Jan 2008 17:28 ------------- PREZENTARE: BMW HP2 Sport Photos and text BMW AG 1. Concept, Requirements and Features 2. Model Designation and Marque 3. Development, Technical Highlights and Design 4. Technical Data 1. Concept, Requirements and Features The dream of many Boxer fans has come true: With the new BMW HP2 Sport, BMW Motorrad is putting the sportiest, most powerful and lightest Boxer series of all times on the road. The third model of the HP model range was designed for the ambitious sports rider and enthrals with numerous exclusive details that were previously restricted to racing, some making their first appearance in series vehicle production. Examples of these include the self-supporting and aerodynamically optimized fairings made completely of CFK, the gear shift assistant, a dashboard like that used in the MotoGP, the forged aluminum wheels and the racing brakes with radially bolted calipers. Wherever the eye of the spectator wanders, it sees pure racing technology that delights every enthusiast. It is unmistakably athletic, a vehicle that inspires on country roads as well as on the racing circuit. Regardless of the limits for the engine output as a result of the principle and the aerodynamic disadvantages from the cylinder configuration of a Boxer, BMW Motorrad deliberately decided to further develop this historic engine concept for a road racer with racing circuit talent. The key engine data are very respectable: the engine achieves more than 96 kW/128 hp at 8750 min–1 compared with the significantly modified engine of the BMW R 1200 S. The maximum torque lies at 115 Nm at 6000 min–1, the highest revs of the engine reaches a peak value at 9500 min–1. Technically, the BMW HP2 Sport is based on the BMW R 1200 S. Customized to meet the requirements of the ambitious sports rider down to the last detail, the BMW HP2 Sport is however a completely independent and absolutely exceptional motorcycle. Many detailed solutions are based on the experiences gained in long-distance races. The most striking difference of the BMW HP2 Sport from the endurance racing Boxer is the brand new cylinder heads: Each of the double overhead camshafts (DOHC) uses a drag lever to actuate the valves that are larger than in the BMW R 1200 S. Further modifications such as the flow-optimized intake and outlet, new forged pistons and adapted connecting rod help the engine to achieve the necessary higher output compared to the basic engine. The new stainless steel exhaust system is placed below the engine for the first time. This keeps the construction of the lower area of the motorcycle extremely slim, enabling great freedom of movement for the familiar ‘hanging off’ riding position, and the fitting of a CFK engine spoiler is advantageous to the aero-dynamics. An inimitable boxer sound with new acoustic quality is generated by the exhaust system and the striking design of the rear silencer is impressive. Another exclusive racing feature is the gearshift assistant together with the narrow ratios of the 6-speed gearbox to enable fast gear changes without having to ease off the gas and operate the clutch. This technology is offered for the first time in a series vehicle. In order to adapt the gearshift pattern for the racing circuit, a suitable replacement pressure sensor is available as special equipment if necessary. The fully adjustable Ăhlins sports chassis also has a Brembo monoblock brake system with radially mounted, four-piston fixed calipers at the front. Optimum ergonomics are ensured by the adjustable forged aluminum footrests, the adjustable stock handlebar and the Magura brake levers with radial mounted brake actuators. The series dashboard that comes directly from MotoGP sport provides the rider with important information and can also deliver lap times plus other racing relevant data as well as the usual displays (see Chap. 3). Attention was paid consistently to the lightweight construction of all components. This includes not only the self-supporting front fairing and the likewise self-supporting carbon rear or the weight-optimized forged wheels, but also hidden details such as the lightweight generator from the racing world. That’s how it was possible to reduce the unladen weight of the HP2 Sport to DIN standard with full tank (90%) to 199 kilos. The dry weight is a mere 178 kilos. The interplay of variable ergonomic design, increased engine output and the favorable centre of gravity of the Boxer guarantees superb handling and racing potential. Even if racing fascination is clearly at the forefront of the BMW HP2 Sport, it does not have to forego the safety design feature of ABS. The sophisticated anti-blocking system specially adapted to the HP2 Sport is available as an option and is configured so it can be switched off for the racetrack. The market introduction of the BMW HP2 Sport is scheduled for 2008. 2. Model Designation and Marque “HP” is the abbreviation for “High Performance” and the “2” in the model designation of this supremely sporty BMW describes the two-cylinder Boxer engine. The term “High Performance” stands symbolically for the sporting performance idea, the achievement potential of the entire vehicle. “High Performance” – that is the skilful harmonization of all the individual components into a convincing whole that is more than the sum of the individual parts. It is the synonym for a well thought-out overall design and perfection right down to the last detail, for the very best driving characteristics and pure, unadulterated riding pleasure. It goes without saying that “HP” also stands for the prestige connected with an exceptionally high-quality and exclusive vehicle. After the HP2 Enduro and the HP2 Megamoto, the HP2 Sport is the third representative of an independent motorcycle category from BMW fitted with the historic Boxer engine. All the HP2 motorcycles mentioned use the technical basis of production vehicles, but are clearly differentiated by an uncompromising interpretation of their actual purpose through a conspicuous and emphatically resolute sports orientation and exclusive product features. These exceptional motorcycles are developed with great passion by small teams of professionals. The special team structure guarantees that the many years of experience of the development engineers, their grasp of the essential, personal know-how and “feeling” have a direct influence on the product. At the same time these engineers make use of the most modern development and simulation tools plus all the technical facilities that BMW as a whole has to offer. This symbiosis of high-tech and professional skill is what distinguishes the unique appeal of the HP motorcycles. That’s why high performance motorcycles from BMW are something very special; they are exclusive and authentic and will remain greatly sought after. 3. Development, Technical Highlights and Design The new BMW HP2 Sport extends the HP model range of BMW Motorrad. It is a descendant of the BMW R 1200 S. Apart from established concepts such as the BMW Motorrad Telelever and EVO Paralever as well as the cardan shaft drive, almost all components were newly developed or at least modified to a large extent. Weight saving, increased performance plus the uncompromising sporty configuration was top of the agenda in the list of requirements for the development engineers. A dedicated specialist team of veteran racing motorcyclists, engineers and mechanics, whose pulse quickens for the Boxer and who have also devoted themselves to motor sport in their private lives, developed this new model for BMW Motorrad. Experiences that the BMW Motorrad motor sport team had collected with the Boxer racing motorcycle – including a number of races in the endurance world championship of 2007 – were also incorporated. DOHC cylinder heads, valve actuated by drag lever A complete redesign of the cylinder heads allowed the Boxer to reach higher revs. Extensive tests in endurance events followed in addition to the usual tests. Double overhead chain driven camshafts (DOHC) and valves actuated by very light drag lever now enable top revs of 9500 min–1. The four radially arranged valves ensure extremely compact combustion chambers so that there is no need for the second spark plugs as used in the R models until now. The compression ratio is 12.5:1. Super Plus with 98 RON is recommended as the fuel for optimum performance although the motorcycle can also run on Super 98 RON. The horizontal arrangement of the camshafts introduces two special features: Each of the shafts controls an intake and outlet valve and the cams are conically ground. For a higher gas throughput, the valve plate diameter was increased from 36 to 39 millimeters (intake) and from 31 to 33 millimeters (outlet) respectively. The intake channels were machined for optimization. The operating technology with drag lever works with shims sitting on the valves as in the K 1200 engines. The cylinder head covers are made from carbon and fitted with easy-to-replace slip pads made from PA6 hard plastic. High-strength and lightweight forged piston The bore and stroke ratio is unchanged in the HP2 Boxer. The high-strength, weight-reduced forged piston and the correspondingly adapted conrod are new. Interacting with the new intake pipe system with its a short intake air funnel, the power plant develops a top performance of 96 kW/128 bhp at 8750 min–1 and a maximum torque of over 115 Nm at 6000 min–1. Flow through two parallel and consecutively switched oil coolers So that the Sport Boxer operates well under all conditions from the thermal aspect, two oil coolers positioned one after the other and with a parallel flow-through are deployed. Wind tunnel optimization of the BMW ‘kidneys’ in the front fairing ensures an effective flow through the double oil cooler. Stainless steel exhaust system with active exhaust gas flap For the first time the 2-in-1 exhaust system made completely from stainless steel is placed under the oil sump. This configuration guarantees optimum angles of tilt when riding. An exhaust flap in front of the double exhaust pipe silencer at the rear and actuated by an electronically controlled servomotor via cable produces a fuller torque curve. A fully-controlled catalytic converter cuts exhaust gas emissions. Oxygen sensors in the two header tubes monitor the oxygen level and guarantee an optimum air-fuel ratio over the entire torque band. An example of the great attention to detail that characterizes both the development and production of the BMW HP2 Sport is the exhaust pipe fixtures on the single-piece, self-supporting carbon rear. These are thermally decoupled while, at the same time, compensating for the change in length of the exhaust system during warming and cooling. The hump also boasts sophisticated ventilation openings, used to effectively deflect the heat away from the underseat exhaust. Additional features of the exhaust system are the highly attractive design and the impressive Boxer sound that escapes from the high-volume silencer. Close-ratio six-speed gearbox In contrast to the gearbox of the BMW R 1200 S, the first and second gear have higher ratios so that the gear increments are closer. This results in a lower drop in revs when changing up in gear. This configuration is also a typical racing feature that benefits the dynamic driving characteristics. Straight from the racing world: Gearshift assistant A further pedigree racing detail is the standard gearshift assistant of the BMW HP2 Sport, also described as an automatic gearshift. The system allows rapid gear change without reducing the gas or using the clutch. If the gear lever is activated, the electronic engine control throttles back the ignition angle and reduces the injection. This means the power unit is at “low load” for the gearshift so it is possible to change gear rapidly without needing the clutch. The gearshift assistant operates under normal riding conditions and, on request, for racing with an inverted switching scheme (pressure sensor as special equipment). However, if the rider actuates the clutch, the system remains inactive. The BMW HP2 Sport therefore always leaves the decision of whether or not the gearshift assistant is deployed to the driver. Modified frame construction The steel tube mid-frame comes from the BMW R 1200 S, but was adapted to the new single-piece and self-carrying carbon fiber composite rear in the area around the location points. Telelever with Ăhlins sport spring strut The front wheel suspension is provided by the stable, approved telescopic lever construction. Its trailing link is supported by a specially tuned Ăhlins sport spring strut with compensating tank, adjustable in tension and compression stroke damping as well as in the spring pre-tension. The expanded surface around the slider clamping device in the lower fork brace allows fine adjustment of the vehicle height. Quality components made of milled aluminum The upper fork brace and the two adjustable high-quality stock handlebars flange-mounted in the crankshaft throw are made from fully milled, forged aluminum parts. The main brake cylinder and the clutch master cylinder with radial pump coupling fixed by quick-release clamping calipers usually found in racing are also used here. EVO Paralever with Ăhlins sport spring strut The Paralever rear wheel suspension also originates from the BMW R 1200 S, but in the BMW HP2 Sport it has an Ăhlins sporting spring strut with compensating tank adjustable in all aspects. Thanks to the longitudinal adjustment integrated in the spring strut the vehicle height can also be varied at the rear. This means the chassis geometry of the BMW HP2 Sport can be individually optimized for different racing circuits. Every BMW HP2 Sport is supplied as standard with an exclusive toolset which can be used to make all settings on the chassis components. Exclusive forged wheels and racing tires The BMW HP2 Sport runs on specially developed, weight and stability optimized, surface-milled forged wheels of size 3.5 x 17” or 6.0 x 17”. These are considerably lighter than conventional die-cast wheels, but have comparable high stability. The handling characteristics benefit enormously from the smaller rotating masses. The sports Boxer is really easy to steer on bends and allows incredibly rapid change of direction. The forged wheels are fitted as standard with sports tires in 120/70 ZR17 format at the front and 190/55 ZR17 at the rear. These tires from renowned manufacturers – generally used only on the racing circuit such as the Supersport championship, for example – are homologated for use on asphalt road surfaces. The engineers decided on a 55 series tire cross-section as this achieved the best results for the overall characteristics in tests. Brembo monoblock racing brakes The braking system of the new BMW HP2 Sport also presents itself as uncompromisingly sporty. Single-piece, radially mounted four-piston brake calipers from Brembo that hold the two 320-millimetre discs powerfully in its grip are used on the front. The radial screw connection is effected by a new die-cast foot on the lower part of the Telelever. A double sliding piston decelerates the rear wheel. It goes without saying that the hydraulic application of the brake calipers is activated by high-quality, steel armored brake lines. Modified, switchable BMW Motorrad ABS is optional BMW Motorrad offers an ABS adapted to sporting events as an option. The function of the system has been optimized to prevent the rear wheel from lifting. An additional pressure sensor in the front brake circuit provides sensitive regulation of the system and the control unit prevents the front wheel brakes from opening too early when the load on the rear wheel is greatly reduced. Nevertheless the ABS can be deactivated for racing events. Racing ergonomics Even at the outset of the development, the engineers focused on the seat position. Compared to the BMW R 1200 S, the rider moved closer to the handlebar resulting in a notably more upright seat position oriented towards the front wheel and behind the ‘waistline’ of the fairing. More importantly, the remarkably slim design of the tank area favors the rider’s weight displacement (hanging off) on the racing circuit. The BMW HP2 Sport also benefits here from the experiences gained in long-distance races where it is not only a question of speed, but also of staying power. Because the rider finds a suitable, but comparatively relaxed, riding position for racing, the new BMW Sport Boxer offers genuine endurance qualities. Adjustable footrest system The range of high-grade racing components includes the adjustable footrest system made of milled, high-strength aluminum. An eccentric cam is used to adjust the height of the footrests and to move them forwards or backwards. Stepped setting positions of the footrests make sure that identical adjustment is possible on both sides. At the same time, the likewise fully adjustable brake and gear lever allow optimal positioning of the operating elements. Adjustable stock handlebar and Magura manual fittings Also the stock handlebar of milled forged aluminum is ideally positioned and can be adjusted by changing the offset. The Magura radial manual controls allow manual lever width setting of the brakes and clutch. All Carbon fiber composite fairing All the fairings of the BMW HP2 Sport are made from carbon where the single-part rear as well as the front fairing are realized as self-supporting elements. The latter has a noticeably slimmer construction than the BMW R 1200 S and houses lightweight, high-luminosity halogen twin headlamps with free-formed surface reflectors. Special details include the number plate carrier of the BMW HP2 Sport: It can be removed along with the tail lamp and indicators in a few easy steps before taking part in a race. Refinements in the wind tunnel Like every BMW Motorrad the new BMW HP2 Sport was also given its finishing touches in the wind tunnel. Not only were components such as the windshield and new rear-view mirror optimized from an aerodynamic aspect; the engineers also paid particular attention to the airflow for cooling the engine. So the front spoiler guides the air stream specifically towards the outlet side of the cylinder heads while the BMW ‘kidneys’ in the front fairing guarantee an effective flow of the double-oil cooler. Lastly, elaborate ventilation openings in the carbon tail ensure that the heat of the underseat exhaust system is efficiently deflected. Sports info centre: GP dashboard from 2D systems A real highlight for all racing enthusiasts is the production-line dashboard in the cockpit of the BMW HP2 Sport. It was developed in collaboration with the acclaimed company 2D Systems that also deploys its systems in GP racing for data recording and analysis. The system has a large, easily readable digital display and works in different modes. It is operated by two switches on the left handlebar control. In road mode the rider can view typical information such as revs, speed, time, kilometers, remaining distance and driving time on the display and is shown supporting information during the warm-up phase of the engine. In race mode the screen provides data about circuit times, maximum revs, top speed or number of gearshifts, for example. The stored data can also be read out with a laptop. In addition there are eight freely programmable LEDs in the upper area of the dashboard that can be used as a rev display or external gearshift light. Like the other functions, the displays are also freely programmable. Finally, the GP dashboard offers a large number of expansion options. A lap timer with transmission/receiving unit, GPS tracking or datalogger can be connected to a free input. Following the BMW Motorrad motor sport design The fairing of the new HP2 Sport is realized to a large extent in carbon-look and follows the style of the BMW Motorrad motor sport design with white lacquering on the windshield, rear, mudguard and side cover. The engine spoiler carries the two-tone “HP2” lettering. The lattice frame and wheels are lacquered in the BMW Motorrad color of Motorsport Blue. 4. Technical Specifications BMW HP2 Sport Engine Capacity 1,170 cc Bore/stroke 101 mm x 73 mm Max output 130 bhp @ 8,750 rpm Torque 85 lb-ft @ 6,000 rpm Configuration Boxer No of cylinders 2 Compression ratio/fuel grade 12.5/S Plus Valves/gas cycle DOHC (double overhead camshaft) with drag lever Valves per cylinder 4 Ø Intake/outlet 39/33 mm Throttle butterfly dia 52 mm Fuel supply management BMS-K Electrical System Alternator 480 W Battery 12 V, 12Ah, maintenance-free Headlight 2 x H 7, 55 W Starter 1.2 kW Power transmission/Gearbox Clutch Single-disc dry clutch Ø 180 mm Gearbox Constant mesh 6-speed transmission Primary transmission 1.734 Gear ratios I 2.176 II 1.625 III 1.296 IV 1.065 V 0.939 VI 0.848 Rear wheel drive Drive shaft Final drive 2.75 Chassis Frame: Main frame and front frame made of steel tube, rear frame and front fairing self-supporting CFK, self-supporting power unit Suspension, front BMW Telelever Suspension, rear BMW Paralever Spring travel, front/rear 105 mm front, 120 mm rear Castor 86 mm Wheelbase 1,487 mm Steering head angle 66 degrees Brakes Front: Double disc brake Ø 320 mm Rear: Single disc brake Ø 265 mm BMW Motorrad ABS optional Wheels Light metal forged wheel Front: 3.50 x 17 Rear: 6.00 x 17 Tires Front: 120/70 ZR Rear: 190/55 ZR 17 Dimensions and Weight Length, overall mm 2,135 Width, overall mm 750 on slip pad Handlebar width mm 700 Seat height mm 830 Weight, dry kg 178 Unladen weight to DIN standard with full tank kg 199 Max permissible weight kg 330 Tank capacity/reserve l 16/4 Performance Data Acceleration 0–100 km/h s <3.1 Top speed km/h >260

Lasand malitziozitatea la o parte, ne este foarte clar ca noul BMW F 800 GS este o reusita, R 1200 GS este o cu totul alta motocicleta fatza de F 800 GS, iar noul R 1200 GS Adventure o cu totul si cu totul alta poveste... Am renuntzat din motive sentimentale la bravul meu "Universal Soldier" BMW R 1200 GS model 2006, am acum un K 1200 RS (pentru ca eu, oricum, schimb modele cam o data la doi ani), ma gandesc, fireste, in continuare la seria GS "CREDIT PENTRU ORICE", ma atrage noul F pentru versatilitate, economicitate, greutatea redusa si inteligentza tehnica oferita dar pentru "long trip" nu ma "incanta" lipsa cardanului... Pretzul "miarului" ramane mare pentru Romania, chiar cu noile imbunatatiri, inclusiv ESA, dar... "BMW prĂŠsente la nouvelle BMW R 1200... L’architecture de base, la transmission et la prĂŠparation du mĂŠlange, le moteur animant la nouvelle R 1200 GS est dĂŠclinĂŠ de celui de la R 1200 R, mais avec une gestion ĂŠlectronique retravaillĂŠe et optimisĂŠe. Sa puissance atteint dĂŠsormais 105 ch et son rĂŠgime maximal a ĂŠtĂŠ portĂŠ à 8 000 tours/minute. Les accĂŠlĂŠrations plus franches ont ĂŠtĂŠ optenues grâce à un changement des rapports de boîte et notamment le raccourcissement du rapport secondaire. La boîte à six rapports dont la conception a ĂŠtĂŠ revue prĂŠsente des roulements d’un diamètre plus grand et un ĂŠcart modifiĂŠ entre les arbres pour tenir compte de la puissance moteur accrue, de la plage des rĂŠgimes plus large et des conditions d’utilisation extrêmes auxquelles la R 1200 GS peut être confrontĂŠe. La 1200 GS bĂŠnĂŠficie en plus de l’ESA mis en oeuvre sur la K 1200 S qui permettait d’intervenir sur le tarage de l’amortisseur sur les deux combinĂŠs – celui du Telelever à l’avant et celui du Paralever à l’arrière – ainsi que sur le rĂŠglage de la prĂŠcontrainte (base) du ressort à l’arrière. L’ESA Enduro offre de plus un rĂŠglage ĂŠlectrohydraulique de la prĂŠcontrainte du ressort avant, avec des modes route et tout terrain – adaptation optimale à l’usage visĂŠ - à partir d'un simple bouton." "AVENTURA" este aproape prohibitiva pentru romanul de rand dar nici noul BMW F 800 GS la aprox. 10.000 (pretz bun de baza) nu este foarte accesibil... Dupa cum spuneam mai inainte... inginerii nemtzi ne-au adus intr-o adevarata... "trilema". La mai multe ! Sa ne vedem sanatosi pe sosea !

Adevarul este ca suntem intr-o... "trilema"... mama lor de nemtzi ! Daca nu vrei lantz tragi cu ochiul la GS 1200... si daca tot faci efortul... clar iti face cu ochiul varianta Adventure... Despre oameni ca si despre motoare indicat este sa ne spunem parerea in cunostinta de cauza. Cei care fac glumitze "patinate" pe seama cuplului noului BMW F 800 GS sa priveasca cu atentie datele tehnice, rapoartele de transmisie si in special curba de cuplu. Remarcabila ! BMW F 800 GS Technical Specifications Engine Capacity cc 798 Bore/lift mm 82 / 75.6 Power kW/HP 63 / 85 at engine speed RPM 7 500 Torque Lb-ft 61 at engine speed RPM 5,750 No. of cylinders 2 Compression/fuel :1 12.0 / Super unleaded (95 RON) Valve/gas control DOHC (double overhead camshaft) Valves per cylinder 4 Valve diameter inlet/outlet mm 32 / 27.5 Throttle valve diameter mm 46 Mixture preparation Electronic manifold injection, engine management BMS-KP Electrical system Generator W 400 Battery V/Ah 12/14 Headlights/rear light W 55 (full/dipped beam) 5 parking light. LED(braking/rear light) Starter kW 0.9 Power transmission/gears Clutch Multidisc clutch in oil bath, mechanically activated Gears Dog-coupled six-gear transmission Primary transmission 1:1.943 Transmission, gear stages I 1:2.462 II 1:1.750 III 1:1.381 IV 1:1.174 V 1:1.042 VI 1:0.960 Rear wheel drive Endless-O-ring chain drive with back damping in wheel hub Transmission ratio 1:2.625 (16/42) Chassis Frame design Tubular frame in steel, partly carrying the engine Wheel suspension, front wheel Upside-down telescopic fork, fixed tube Ø 45 mm Wheel suspension, rear wheel Double-strut swing arm, aluminum cast in one piece Spring travel front/rear mm 230/215 Castor mm 117 Wheel spacing mm 1578 Steering head angle ° 64.0 Brakes front Double-disc brake Ø 300 mm rear Single-disc brake Ø 265 mm on request: BMW Motorrad ABS, disconnectable Wheels Spoked wheels with aluminum rims front 2.15x21 rear 4.25x17 Tires front 90/90-21 54 V rear 150/70-R17 69 V Dimensions and weights Total length mm 2,320 Total width with mirrors mm 945 Total width without mirrors mm 870 Seat height mm 880 (optional 850) Dry weight kg 178 DIN tare, ready to drive kg 207 Perm. total weight kg 443 Tank capacity l 16 Travel data Fuel consumption 90 km/h l/100 km 3.8 Fuel consumption 120 km/h l/100 km 5.2 Acceleration 0–100 km/h sec 4,1 Maximum speed km/h over 200 --- Mesaj completat în 11 Jan 2008 22:05 ------------- High-Revving Engine With Great Torque The modern fuel injection system isn't the only thing that ensures a prompt response from the F 800 GS twin; its low centrifugal mass also contributes to its agile power development. Even at the bottom of its rev range, the four-valver, which, with a bore-stroke ratio of 82 to 75.6 mm is not particularly short-stroked, soon speeds up and releases a good 90% of the maximum torque in the broad range between 4,000 and 7500 RPM. Between 5,000 and 8,000 RPM, the engine develops its power dynamically, accompanied by a unique "Boxer" sound. The nominal performance data of the 798 cc twin of 85 HP at 7,500 RPM and 61 lb-ft of torque at 5,750 RPM therefore gives an incomplete picture of the potential that is available in practice. In combination with the low total weight and closely stepped six-speed trans-mission, the F 800 GS accelerates from 0–100 km/h in about 4 seconds, and the top speed is over 200 km/h. But it is not only the acceleration of the new GS model that is impressive; its traction is also remarkable. The BMW development engineers have focused quite deliberately on the smooth, confident development of power in the mid engine speed range rather than on absolute peak performance. Sporting riders will be bowled over by the engine’s acceleration, while touring riders should enjoy the twin’s strong traction with minimal shifting. The parallel twin, which has been optimized for Enduro operation, not only manages to walk the tightrope between powerful torque and dynamic acceleration, it also proves that good performance does not necessarily involve high fuel consumption. Ridden over country roads, a consumption of well below 5 liters of premium grade fuel per 100 km is possible. If required, the F 800 GS can also be fitted for use with normal octane fuel, which, however, reduces the peak performance by 2 HP and increases fuel consumption slightly. This modification is carried out by calling up a characteristic map in the control software, and can be cancelled again at any time. ... High-Revving Engine With Great Torque

... Feriti-va de ziua in care AKM-ul va fi cel mai tare...

2008... O lovitura grea data spiritului Dakarului... In special frumosilor nebuni romantici - alergatorii particulari. Traim cu iluzia ca civilizatia conduce lumea... Al-Qaeda e cea mai tare... Allah Akbar !

Si o alta... ISTORIE: BMW CASTIGATOR IN DAKAR. 1981 - Hubert Auriol - BMW GS 800 HPN 1983 - H. Auriol - BMW GS 1000 Schek 1984 - Gaston Rahier - BMW GS 900 Schek 1985 - G. Rahier - BMW GS 1000 HPN 1999 - Richard Sainct - BMW F 650 RR 2000 - 1. R. Sainct - BMW F 650 RR, 2. O. Gallardo - BMW F 650 RR, 3. J. Lewis - BMW R 90 GS RR, 4. J. Boacy - BMW F 650 RR. ... Si as mai putea continua cu titlurile de campion la atas, in Tourist Trophy, anduranta, si multe, multe alte recorduri de care este plina istoria blazonului alb-albastru... ... Cu ABS-ul, cu injectia electronica de benzina, cu Telelever-ul, cu Duolever-ul cu Paralever-ul cu CAM-BUS-ul, cu ESA si alte realizari tehnice de varf... Da, BMW nu a creat si nu o sa o sa creeze niciodata motociclete ieftine, sport, supersport, cruiser, toring sau enduro pentru un mare public exaltat doar de performantele inselatoare... BMW se bazeaza pe recordurile obtinute pe tehnologia si inginerii de exceptie pentru a se adresa doar unei clientele selecte. Si unor motociclisti avizati care cuceresc lumea. Cu stil si rafinament.

ISTORIE MOTO... IN VITEZA ! RECORDURI MONDIALE* 1920 Ernest Walker (USA) Indian (994cmc) 166,670 km/h 1923 Claude Temple (GB British Anzani (996cmc) 174,580 km/h 1924 Herbert Le Vack (GB) Brough-Superior-JAP (867cmc) 191,590 km/h 1926 Claude Temple (GB) OEC-Temple-JAP (996 cmc) 195,330 km/h 1928 Oliver Baldwin (GB) Zenith -JAP (996 cmc) 200,560 km/h 1929 Herbert Le Vack (GB) Brough-Superior-JAP (995 cmc) 207,330 km/h 1930 Joe Wright (GB) OEC-Temple-JAP (994cmc) 220, 990km/h 1930 Ernst Henne (D) BMW (735cmc) 221,540 km/h 1930 Joe Wright (GB) OEC-Temple-JAP(994cmc) 242,590 km/h 1932 Ernst Henne (D) BMW (735cmc) 244,400 km/h 1934 Ernst Henne (D) BMW (735cmc) 246,069 km/h 1935 Ernst Henne (D) BMW (735cmc) 256,046 km/h 1936 Ernst Henne (D) BMW (495cmc) 272,006 km/h 1937 Eric Fernihough (GB) Brough-Superior-JAP (995cmc) 273,244 km/h 1937 Piero Taruffi (I) Gilera (492cmc) 274,181 km/h 1937 Ernst Henne (D) BMW (495 cmc) 279,503 km/h 1951 Wilhelm Herz (D) NSU (499cmc) 290,322 km/h 1955 Russel Wright (NZ) Vincent HRD (998cmc) 297,640 km/h 1956 Wilhelm Herz (D) NSU (499cmc) 338,092 km/h 1962 Bill Johnson (USA) Triumph (667cmc) 361,410 km/h 1966 Bob Leppan (USA) Triumph (1.298 cmc) 395,280 km/h 1970 Don Vesco (USA) Yamaha (700 cmc) 405,250 km/h 1970 Cal Raybon (USA) Harley-Davidson (1.480cmc) 426,400 km/h 1975 Don Vesco (USA) Yamaha (1.496cmc) 487,515 km/h 1978 Don Vesco (USA) Kawasaki (2.032cmc) 505,980 km/h 1990 Dave Campos (USA) Easyriders-Streamliner (2.858cmc) 518,372 km/h *Distanta 1 km, cu start lansat. Data: 2006-02-24 14:26:29.901772 Text: Dan Nastase Foto: MPI

2008 - Motociclistilor de pretutindeni - Un an nou cu noroc, bucurii, sanatate, dragoste si belsug ! La multi kilometri frumosi ! Centaurul

Desi arhitectura motorului difera datorita liniei generale FZX mai este supranumita "sora mai mica" sau "micul V-Max". Fisa tehnica usor schimbata de la primul la ultimul FZX. Model: Yamaha FZX 750 Year: 1987 Category: Naked bike Displacement: 749.00 ccm (45.70 cubic inches) Engine type: In-line four Stroke: 4 Power: 94.00 HP (68.6 kW)) @ 9500 RPM Compression: 11.2:1 Bore x stroke: 68.0 x 51.6 mm (2.7 x 2.0 inches) Valves per cylinder: 5 Fuel control: DOHC Cooling system: Liquid Gearbox: 6-speed Transmission type final drive: Chain More details Consult a Yamaha repair manual. Physical measures Weight incl. oil, gas, etc: 225.0 kg (496.0 pounds) Chassis and dimensions Front tyre dimensions: 110/90-16 Rear tyre dimensions: 140/90-15 Front brakes: Dual disc Rear brakes: Single disc Speed and acceleration Top speed: 216.0 km/h (134.2 mph) Other specifications Fuel capacity: 13.00 litres (3.43 gallons) Model: Yamaha FZX 750 Fazer Year: 1998 Category: Naked bike Displacement: 749.00 ccm (45.70 cubic inches) Engine type: In-line four Stroke: 4 Power: 88.00 HP (64.2 kW)) @ 9500 RPM Torque: 76.00 Nm (7.7 kgf-m or 56.1 ft.lbs) @ 8000 RPM Starter: Electric Cooling system: Liquid Gearbox: 6-speed More details Consult a Yamaha repair manual. Physical measures Dry weight: 204.0 kg (449.7 pounds) Chassis and dimensions Front brakes: Dual disc Rear brakes: Single disc Speed and acceleration Power/weight ratio: 0.4314 HP/kg

Salut, prieteni ! Sa comentam obiectiv: Germanii au o solida experienta in constructia de motociclete, si aici putem vorbi despre recordurile de viteza ale lui Ernst Henne din anii '30 (272 km/h) si "trecand" (la propriu) prin noroaiele sovietice (WWII), nisipurile Saharei, (Africa Korps), si culminand cu victoriile in Raliurile Dakar. Noul F 800 are ca indicativ "GS", deci Gelande Strasse. Teren si sosea. Asta inseamna: ca "civil" oarecare fiind - oricand iti vine dor de duca - poti sa te dai linistit multi kilometri pe asfalt si sa faci expeditii in teren "minat" cu oarece emotie, ca un adevarat cercetas motorizat... Analizand filmul: in primul rand motocicleta nu are numar de concurs (nu este de competitie) si poate fi condusa fara niciun stres dotata cu portbagajele aferente (un tourer usor)... Coloana sonora nu este edificatoare. Zgomotul real este suficient de barbatesc (aducand a motor boxer) si nu atat de agresiv ca un motor de concurs sa termini ziua la cabana, cheaun de "scufita"... Concluzie: nemtii au acoperit (speram cu succes) o nisa de piata. La multi kilometri frumosi ! Friend or Foe ?!...

Salut, prieteni ! Cel negru: un R 1100 RT. "Batranul" albastru este "Big Blue" al meu. Un K 1200 RS. La multi kilometri frumosi !

...Deocamdata... Un salut voios de la un K 1200 RS

JOS PALARIA ! Cip & Ioana: sunteti "din alta lume"...

Intotdeauna un gand frumos si jos palaria in fata maestrului Gheorghe Voiculescu ! Il vom tine minte ca pe un mare om si un mare caracter. In acea perioada in Romania se alerga in general cu tot felul de socialiste printre care la "viteza pe sosea" cele mai uzitate de catre cluburile sportive erau CZ-urile MC 400 de motocros modificate. In afara de cursele de dirt-track si motocros foarte spectaculoase erau deasemenea concursurile "six-days" si trial (viteza, regularitate si rezistenta, un fel de enduro cros). In campionatul de viteza pe sosea gen Insula Man (care se desfasura cu predilectie pe strazile din marile orase) exista categoria peste 500 cmc (ceea ce astazi s-ar numi superbike) in care se alerga cu motoare vestice, BSA, Norton, Triumph, etc. Imi permit sa atasez si eu o fotografie de la Campionatul Municipal de viteza pe sosea organizat de FRM in 1975. Mult noroc si sa auzim numai de bine !

...Si uite asa se scrie istoria... Cu ironii amicale sau mai amare dar intotdeauna cu multi kilometri frumosi. Din pacate eu nu am nicio poza cu Supertenere-ul... Dupa cum zic profesionistii de la Alpenmasters... bun si BMW-ul. Aceeasi cascada alte personaje... dupa 23 de ani.

Salut, prieteni ! Dupa ce "m-am dat cu motocicleta asta 16.000 km, incluzand "Turul Romaniei intr-un weekend" pot spune ca BMW R 1200 GS este... "credit pentru orice"... Sa fiti iubiti si la cat mai multi kilometri !

Driven by New Engine Technology BMW's famed Boxer engines have continued along an aggressive development path to their current state of the art, but it has been recognized that an inline arrangement is the best overall compromise for a four-cylinder engine when maximum performance and lightest weight are the primary goals. BMW chose a novel arrangement for the K1200S's four-cylinder engine. The liquid-cooled four-cylinder powerplant is aligned across the frame-a significant departure from the K-Series standard of a longitudinally biased configuration. Not only has the new engine been designed to be as compact as possible, but in an effort to optimize the motorcycle's overall center of mass and fore/aft weight distribution, the cylinder bank is leaned forward 55 degrees from vertical. By canting the cylinder block forward, the four-valve-per-cylinder head rides much lower in the chassis, moving the engine's center of mass forward and down, which helps improve steering response and front-wheel traction on such a powerful motorcycle. It might be enough for some manufacturers to come up with this unique arrangement, but BMW has pushed the advantages even further. The space created by canting the cylinder block allows the transmission shafts to be stacked vertically to help reduce overall engine height and to better centralize the powerplant's mass. Imi pare rau sa constat din unele discutii de pe acest forum ca in Romania este foarte greu sa ducem mai departe nobletea acestei marci de exceptie... Iar acelora care considera ca serile R si K sunt doar pentru pensionari, daca nu vor avea vreodata prilejul sa faca performante cu ele, macar sa le citeasca istoricul recordurilor...