BMW in the top test

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BMW in the top test

BMW HP2 Megamoto

The new HP2 Megamoto is something like the BMW spearhead in search of a sportier future. She leaves the baroque cosiness of the past far behind.

Telelever, Duolever, Paralever. Grip heating, foot heating, seat heating. Electric center stand, cruise control, satellite navigation. Actually, only the two-zone air conditioning and the lumbar support would have been missing to make automotive fun on two wheels perfect. And maybe ?? after all, the fellow bikers aren’t getting any younger either? a climbing aid and a rheumatoid pillow. In the past, BMW sometimes seemed to be on the direct route to the retirement home.

Joking aside. Instead, with all due seriousness. Of course it still exists, the cozy BMW side. But there is also the new HP2 Megamoto. That means: heated grips away, on-board computer away, case holder away, passenger footrests away. Even the ABS, a longstanding BMW creed ?? path. Simply everything away that is not absolutely necessary for driving. Only the on-board socket above the dainty battery could not be denied. That’s how they are, the Bavarians. So be it.

The rest, however, can confidently stand as pure provocation for everything that has gone before. Flooded with light and air, a real statement for the new Munich Weglass School. You can’t escape a certain idea in view of the tight design, the delicate frame struts, the crisp rear and the silencer that is close to the rear wheel (Akrapovic ?? what else?). On premonition that one hardly dares to admit in memory of the baroque past. Could this tall (890 millimeter seat height), long (1610 millimeter wheelbase), powerful motorcycle be light? No, not just by BMW standards, but really light. Can the Megamoto in spite of us
weight-inducing cardan drive, despite the mighty boxers, lead into new, unknown realms of driving dynamics?

The white-blue hop actually lands the first direct hit on the scales. 202 kilograms with a full tank. That can not be. Once again. And again ?? 202 kilograms. Not a gram more. You look at each other doubtfully. Then the scales. That is sensational. And becomes even more impressive when you recall the 212 kilograms of a current Suzuki GSX-R 1000. Or the 254 kilos of a GS.

The best of it is yet to come. Namely, that the new lightness can be felt from the first meter. Practically away from the side stand (main stand ?? history of course!). "How does a motorcycle ride with this flat steering head?" Asked a colleague mockingly. He would be surprised, because such a Peter Fonda memory angle (61.4 degrees) is theoretically not easy to handle, but does not change anything about the 202 kilograms. It does not change anything in a suspension setup that does not have the slightest hint of compromise. Tight, stable, direct, honest? the Ohlins shock absorber and the Marzocchi upside-down fork (Telelever ?? yesterday’s news!) prevent any rocking that is hostile to changing direction and nip the slightest hint of the usual BMW comfort in the bud.

Warning: you should take this seriously! Goodbye driving comfort! At least in the classic sense. If you flirt with the Megamoto, but actually mean GS, you should stick with your tried and tested duckbill. If you are looking for a new, brute BMW experience, you are correct. Because the Asphalt-HP2 pops another pound into the scales in addition to its weight advantage compared to the GS (which has to serve here as the most established representative of the famous boxer world). 120 to 112 Nm maximum torque, 114 to 103 measured boxer horsepower. That means:
Everything that has been a Bavarian fist fight on the GS beyond 5500 / min takes place after the Megamoto ride in the petting zoo. The slowness with which the GS boxer fights its way into higher engine speed regions? has forgotten world.

Need an example? Country road, medium-speed bend, second gear: at around 75 km / h, fully open the gas, plucked the wide handlebars ?? and yep, a wheelie that has washed is ready. Such show performances thrive even funnier when the 1170 cc giant after the high-performance cure (the basis is the R 1200 R engine, the extra power is due to the exhaust system and a new mapping), it turns out that it pops. For boxer conditions, mind you.
The fact that it also presses better than the civilian version at the bottom is not to be despised, because the lead of a Megamoto is also clearly noticeable in terms of performance and torque. In combination with the low weight, this results in an impressive performance in tight turns. In plain language: Even in the Alps, first gear has a break. Drop the second one deep into the cellar, turn on the gas, done.

This offer is gladly accepted because the Megamoto remains stuck in the BMW tradition in another point. Despite the fine, controllable throttle response, the load change reactions are still of the violent kind. Committed and early downshifts, double-declutching, abrupt engagement? The huge flywheel mass, the lengthwise crankshaft and the cardan drive, as usual, like to spoil the game and throw the Bayern Express out of step.

But usually only briefly. Because now the chassis is making its grand entrance. This new, radical BMW continues with other means in an impressive way what the civilian Boxer sisters have always mastered well. It instills self-confidence in the driver and makes him feel good. She leaves you behind the wide steering-
Doing things that you didn’t really know beforehand if you could.

But not because a Telelever, as usual, conceals the real conditions under the front wheel. But on the contrary. The Michelin Pilot Power (front in B specification) deliver in conjunction with a
conventional 45 fork an exact road condition report. At least as long as the surface is level. Then even thoughtful natures bang the cow ?? in the context of the Megamoto, this term no longer applies completely ?? in the corners that it just cracks. It goes deep, very deep. Nothing scratches or scatters, provided that the fork tubes are adjusted to the highest position recommended by BMW and the shock absorber is set to its maximum length (see box on page 35). But even if smaller people use the Megamoto for their
Having adjusted the ratios, the lean angle is okay.
The fork, which is not very appealing, is a bigger evil, especially in combination with small and light riders. We uneven slopes and also on the top test circular path when crossing the transverse joint ?? whenever there are heels in the way, the front wheel tends to stamp. Even in the brake test, so that better values ​​than the present 9.3 m / s2 could not be achieved even with a lot of effort.

There is nothing wrong with the brakes themselves. On the contrary: the four-piston pliers are easy to dose (ABS ?? off!) And bite hard. If you are not wide awake, too vehemently (ABS ?? unfortunately gone!), Which is why that is the only criterion, at least in terms of driving dynamics, where the Megamoto minimalism does not have a consistently positive effect. Otherwise, however, the course values ​​are high, in some cases at the highest level.

On the other hand, when it comes to everyday life, there are of course other critical points. Megamoto drivers should have a backpack (suitcase, suitcase holder, luggage rack, luggage hook – everything gone!) And not have a pronounced need for infotainment (on-board computer? Gone!). You mustn’t have any aversion to petrol stations (fuel barrel ?? that was once upon a time) because the Megamoto tank only holds a modest 13 liters and guarantees a range of just 283 kilometers even with the pleasing consumption of 4.6 liters on country roads. But even in view of this modest distance, HP2 pilots should be able to take the seat with them (sofa upholstery away, narrow, tight sports bench here). Basically, they shouldn’t be one-
have a girlfriend or wife, because passenger footrests also fall flat (available as an accessory, price has not yet been determined).

What should be there in abundance, however, is cash. The friendly BMW dealer charges 17,330 euros plus 262 euros in additional costs to anyone involved with the HP2 Megamoto want to break into the new Bavarian era. At best, this can be justified by the fact that owning the white and blue fun bike should remain a very exclusive pleasure and the Megamoto is a real source of fun. As a serious statement from BMW on the subject of new driving dynamics, however, a clearer commitment would have been desired. And that in a more affordable variant, with which even normal wage earners can break away from the previous BMW image.

BMW in the top test

BMW HP2 Megamoto

MOTORCYCLE measurements

Performance
Top speed * 215 km / h

acceleration
0 100 km / h 3.4 sec

0 ?? 140 km / h 5.8 sec

0 200 km / h 14.2 sec

Draft
60 ?? 100 km / h 4.3 sec

100 ?? 140 km / h 4.2 sec

140 180 km / h 5.3 sec

Speedometer deviation
Effective (display 50/100) 44/92 km / h

Tachometer deviation
Display red area 8000 / min

Effective 7800 rpm

Consumption in the test
at 130 km / h 5.2 l / 100 km

Country road 4.6 l / 100 km

Theor. Range 283 km

Fuel type Super Plus

mass and weight
L / W / H 2330/900/1380 mm

Seat height 890 mm

Handlebar height 1130 mm

Turning circle 5040 mm

Weight with a full tank 202 kg

Payload 178 kg

Wheel load distribution v / h 50/50%
Driving dynamics 1
Brake measurement
Braking distance from 100 km / h 41.7 m
Average deceleration 9.3 m / s2
Comments: high braking stability due to the tight adjustment of the upside-down fork. Only a small amount of hand strength is required. The whistling front wheel signals early on because of the stucky fork that the maximum deceleration has been reached.

Handling course I (fast slalom)
Lap time 20.0 sec
vmax at the measuring point 108.5 km / h
Comments: When changing lean angles quickly, the rear wheel tends to lift off. The handiness is convincing in the fast slalom, and the powerful engine pushes brilliantly out of the corners.

Handling course II (slow slalom)
Lap time 27.7 sec
vmax at the measuring point 56.4 km / h
Comments: The overall very tightly tuned chassis and the matching series tires ensure high cornering stability. The Megamoto drives very neutrally over the entire lean angle on the flat road.

Circular path, Ø 46 meters
Lap time 10.7 sec
vmax at the measuring point 52.2 km / h
Comments: The upside-down fork starts to stumble on large slopes and when driving over bumps. Easily noticeable righting moment when braking in an inclined position.

Technical data BMW HP2 Megamoto

engine
Air / oil-cooled two-cylinder four-stroke boxer engine, crankshaft lying lengthways, a balance shaft, one high-lying, chain-driven camshaft, four valves per cylinder, bucket tappets, bumpers, rocker arms, wet sump lubrication, injection, Ø 47 mm, regulated catalytic converter, 600 W alternator, Battery 12 V / 12 Ah, hydraulically operated, single-disc dry clutch, six-speed gearbox, cardan.

Bore x stroke 101.0 x 73.0 mm

Cubic capacity 1170 cm3

Compression ratio 11: 1
rated capacity
83.0 kW (113 hp) at 7500 rpm

Max. Torque 115 Nm at 6000 rpm

landing gear
Steel tubular frame, load-bearing motor, upside-down fork, Ø 45 mm, adjustable rebound and compression damping, two-joint single-sided swing arm made of aluminum, shock absorber, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 320 mm, four-
fixed piston calipers, rear disc brake,
Ø 265 mm, double-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17

Tires 120/70 ZR 17; 180/55 ZR 17

Tires in the test
Michelin Pilot Power, front "B"

mass and weight
Wheelbase 1610 mm, steering head angle 61.4 degrees, caster 95 mm, spring travel f / h 160 /
160 mm, permissible total weight 380 kg, tank capacity / reserve 13.0 / 4.0 liters.

Data service
Service intervals every 10000 km

Oil and filter change every 10000 km / 4.0 l
Engine oil SAE 20 W 50

Telescopic fork oil SAE 7.5 W

Spark plugs Bosch YR 5 LDE

Idle speed 1150 ± 50 / min

Tire pressure solo (with pillion passenger)

front / rear 2.2 / 2.5 (2.2 / 2.5) bar

Warranty two years

Price 17,330 euros

Additional costs 262 euros

How engine

In no chapter does the boxer achieve top scores? and yet convinces with numerous virtues. The full draft deep from the speed cellar is undoubtedly one of them. In combination with the increased speed, this results in convincing engine characteristics. The gearshift is at a high level by BMW standards, and the gear ratio is crisply short. In sixth gear, the Megamoto runs into the limiter.

How chassis

Undoubtedly the Megamoto‘s favorite discipline. The handiness is striking for a motorcycle with these dimensions, the stability in curves is impressive. And although fork set-up and therefore also the feedback on bad terrain are not entirely convincing? overall, the Megamoto goes through as a real asset. You have to know that the suspension comfort suffers accordingly? and endure.

How everyday

Usually a BMW parade chapter. Not so with the Megamoto. Although the driver is sitting very well and actively driving and the mirrors offer very good consideration. The draft shield is of course practically non-existent and equipment, luggage storage and payload were certainly not at the top of the HP2 specifications. Just as little as the range. The workmanship and choice of materials are convincing across the board.

How security

BMW without ABS ?? it’s like the Oktoberfest without beer. However, the Megamoto masters the other criteria with ease. Regardless of whether it is braking effect, braking metering or erection torque: it does not afford any real weakness. At most, you can feel the handlebars we have bad road.

How cost

Those who have overcome the hurdle of purchase price can live quite cheaply with the Megamoto. Consumption is low and so are inspection costs.

Comment value for money

She is busy collecting points and yet has a bad index. The high purchase price prevents a better grade.

Conclusion

She is a real eye-catcher, she is really fun? and is such a worthy representative of the new, dynamic BMW approach. If you want a lively, bustling boxer who is just as fun in the city as in the wild, you should go for the really nicely made HP2
Megamoto spot on. If he can pay her.

What else was there

more
Wide steering angle
Seat height over a wide and practical range due to chassis changes (fork tube protrusion between three and 30 millimeters and
Suspension strut length can be varied by twelve millimeters
The fully adjustable shock absorb is easily accessible
Remaining range display
Easy air pressure control
Handlebar can be adjusted by turning the handlebar clamp–
blocks can be adjusted at a distance from the driver

minus
Side stand that is difficult to reach
Motor only delivers full power with Super Plus
The seat can only be removed with a special key
No storage compartment

Suspension settings
Fork: Rebound 16 clicks (top test course
12 clicks) open, standpipe protrusion three millimeters,
Pressure level five clicks open
Shock absorber: rebound 19 clicks
(Top test course 12 clicks) open,
Pressure level seven clicks open,
Suspension strut length 400 millimeters

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