News from BMW, Suzuki, KTM, Triumph and Ducati

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News from BMW, Suzuki, KTM, Triumph and Ducati
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News from BMW, Suzuki, KTM, Triumph and Ducati

King without a wave

Who still needs vertical shafts? The recently presented BMW HP2 Sport boasts a firework of technology, which makes it a worthy successor to the legendary RS 54 even without the famous, bevel-gear-crowned tubes as a camshaft drive.

The technology that the racing replica from BMW has to offer goes far beyond tuning a well-behaved production motorcycle. Especially with the engine, all the stops are pulled, of course while maintaining a completely old-fashioned basic configuration. Would the air-cooled boxer ?? when installed in a motorcycle handicapped by the curvature of the inlet ducts ?? If the core of the BMW brand identity has not been at the core of the BMW brand identity for 83 years, one would have to withdraw the diploma of every engineer who still deals with it today. But because it is so, the current technology unfolds a very special charm in an anachronistic environment.
The HP engine has completely redesigned cylinder heads, each with two overhead camshafts and four radially arranged valves. Nevertheless, the engineers succeeded in making them ten millimeters narrower than the standard heads with an underlying camshaft, which saves overall width. Only the screw connection of the carbon cylinder cover with two bolts arranged in the middle in a horizontal line gives a slight indication of the new valve control. In contrast, the shape of the lid does not reveal what is rotating under it. The valves grew in diameter by two (outlet) and three millimeters (inlet), and the duct widths increased accordingly. And the inlet ducts are specially reworked in each machine.
In this way, the prerequisites for comparatively high speeds and proper filling were created. The HP2 boxer achieves 131 hp at 8750 rpm; these values ​​are nine hp and 500 rpm higher than the engine of the R 1200 S, the peak speed of 9500 even around 700 rpm. Mainly for better cooling, the cylinder heads received a newly designed oil supply, for example oil ducts were placed around the thermally highly stressed exhaust valves. Two oil coolers connected in series dissipate the absorbed heat.
With its extensive equipment consisting of noble components, the HP2 Sport finally qualifies as a real super athlete. Ohlins spring elements for Tele and Paralever are still among the more common parts. The shift assistant for lightning-fast gear changes at full throttle and even more so the D2 instrument cluster, which is also used by several MotoGP teams, are unique to date. And the list does not end there. A self-supporting carbon tail, several other carbon fiber parts, Brembo Monobloc brake calipers ?? on request in combination with a specially adapted ABS ?? or the posh, eccentric adjustable footrests and levers ?? they all testify to BMW’s motivation to offer the best. And with it the determination with which Bayern are entering the hotly contested super sports segment. Such a motorcycle manifesto cannot be cheap. A price below 20,000 euros would be almost a miracle, around 25,000 would not be.
IF THE NEW EDITION OF THE SUZUKI GSX-R 750 stayed at half the latter amount, it would still be significantly more expensive than its predecessor. Your sporting merits are still out of the question, in terms of performance, the BMW should still be in your pocket. In addition to the redesigned fairing, a lot of fine-tuning was on the program for 2008, which follows the model of the GSX-R 1000 and from which the engine in particular benefited. Or rather the engines. Because a lot of what was changed on the 750? such as the larger ventilation holes between the cylinders, a new engine management system or more finely atomized, differently arranged injection nozzles ?? The 600 also benefits.
This received even more extensive modifications. In order to compensate for the recently very noticeable performance disadvantage compared to the competition, the intake ducts and the combustion chambers have been optimized; new pistons increase the compression by 0.3 points to now 12.8 to one. Suzuki cannot yet say what these measures have brought the 600s in terms of power and torque and where the 750 is now. But if it gets too much in some situations, after the 1000, the B-King and the Hayabusa, the smaller GSX-R now also offer the option of choosing between three different performance characteristics. Among the chassis modifications, another analogy to the GSX-R 1000 stands out: the steering damper with setting electronically controlled by the engine management. A total of 430 grams of unsprung mass was saved on the wheels, the dimensions remained the same. Apart from the supposedly one millimeter longer caster, the chassis geometry is also.
As announced some time ago, after the completion of a new assembly plant in Thailand, Suzuki is increasing its range of 125 cc machines with a lively Supermoto machine. Most recently, the brand was only represented in this segment with the cozy Intruder 125 and the cuddly balloon-tyred Van Van. The DR 125 SM also has its venerable, air-cooled two-valve engine, which meant that the hope for a modern engine with a smart design was dashed. In order to meet the Euro 3 limit values, the single cylinder was simply upgraded with injection and catalytic converter. The maximum 15 HP allowed with the A1 driving license will hardly be used, around 12 HP ?? the Van Van had 11.6 ?? should however still be possible.
KTM HAS DEDICATED THE TRADE FAIR IN PARIS to the 690 series, which is becoming more and more differentiated. The Duke was already featured in the last MOTORRAD issue, and the weight of the series single with 65 hp is now known. Almost 159 kilograms with a full 12.5-liter tank make the enthusiasm of the KTM developers about the offered driving dynamics seem credible.
As a second new machine, KTM presented the 690 Enduro, together with the 690 SMC derived from it, a competition-oriented Supermoto variant. In contrast to the pure street motorcycles 690 SM, SMR and Duke, Enduro and SMC have spoked wheels, a lighter frame and a different swing arm that encloses it on the outside. The different pipe routing can be clearly seen on the following page on the orange frame of the SMR in comparison with the SMC shown below.
While Honda has recently been specifying the fully fueled-up weight of a new product and most other manufacturers are stubbornly announcing the deceptive dry weight (with or without fork oil, brake fluid and battery acid?), KTM invented the weight “ready to race”. In other words: with everything except gasoline, and with twelve liters of fuel in each tank, this results in a fully fueled 148 kilograms for the Enduro and 149 for the Supermoto. The extremely reduced construction of the frame rear, which also carries the tank, the seat and the rear silencer, has no small share in these spring weights. KTM even writes of a self-supporting version of these plastic parts similar to the BMW HP2 Sport. When asked, however, this formulation turned out to be a little too strong.
The already mentioned R version of the 690 Supermoto appears as the successor to the previous 690 SM Prestige. Like all other R models in the KTM range, it can be recognized from afar by the orange painted frame and the black coated panels and wheels. It is refined by a radial pump for the front four-piston brake calliper and super sporty Dunlop tires.
IN ALL EUPHORIA about the successes of the 675 Daytona and Street Triple die S.peed Triple, Triumph has reworked a number of chassis details. The new wheels, radially mounted brake calipers and the radial brake pump are immediately noticeable. The modified rear frame, which carries a thicker padded bench seat, as well as the lower-mounted passenger pegs, on the other hand, could have a lasting effect through better comfort.
Various covers and heat shields have been retouched, the headlights are new. And the handlebar is now made of a light aluminum alloy.
The Speedmaster is representative of all Triumph twin-cylinders in the Cruiser and Classic lines. Because of the Euro 3 homologation, they received new exhaust systems and injection. The latter cannot be recognized without further ado, because it cleverly mimics the appearance of the usual carburetor.
When it comes to innovations, DUCATI is currently limited to playing with colors. A tricolor version of the Monster S4R serves the fun of colorful, while the Hypermotard also looks beguiling in elegant black and gold.

Technical data of the innovations

BMW HP2 Sport
Two-cylinder four-stroke boxer engine, bore / stroke 101/73 mm, 1170 cm3, 96 kW (131 PS) at 8750 / min, 115 Nm at 6000 / min, tubular steel frame, double disc brake at the front, Ø 320 mm, disc brake at the rear, Ø 265 mm, seat height 830 mm, weight with a full tank 200 kg

Suzuki DR 125 SM
Single-cylinder four-stroke engine, bore / stroke 57 / 48.8 mm, 124 cm3, power and torque k. A., steel frame, front disc brake, Ø 250 mm, rear disc brake, Ø 220 mm, seat height 836 mm, dry weight 121 kg

Suzuki GSX-R 750
Four-cylinder four-stroke in-line engine, bore / stroke 70 / 48.7 mm, 749 cm3, power and torque k. A., aluminum bridge frame, double disc brake at the front, Ø 310 mm, disc brake at the rear, Ø 220 mm, seat height 810 mm, dry weight 165 kg

KTM 690 Enduro / SMC / SMR
Single-cylinder four-stroke engine, bore / stroke 102/80 mm, 654 cm3, 45/45/46 kW (62/62/63 PS), speed and torque k. A., tubular steel frame, front disc brake, Ø 300/320/320 mm, rear disc brake, uniform Ø 240 mm, seat height k. A., weight 148/149/164 kg

Triumph Speed ​​Triple
Three-cylinder four-stroke in-line engine, bore / stroke 79 / 71.4 mm, 1050 cm3, 97 kW (132 PS) at 9250 / min, 105 Nm at 7500 / min, aluminum bridge frame, double disc brake at the front, Ø 320 mm, disc brake at the rear , Ø 220 mm, seat height 815 mm, dry weight 189 kg

Triumph Speedmaster
Two-cylinder four-stroke in-line engine, bore / stroke 90/68 mm, 865 cm3, 45 kW (61 HP) at 6800 / min, 74 Nm at 3300 / min, steel double loop frame, double disc brake at the front, Ø 310 mm, disc brake at the rear, Ø 285 mm, seat height 720 mm, dry weight 229 kg

Ducati Hypermotard 1100
Two-cylinder four-stroke V-engine, bore / stroke 98 / 71.5 mm, 1078 cm3, 70 kW (95 PS) at 7750 / min, 103 Nm at 4750 / min, tubular steel frame, double disc brake at the front, Ø 320 mm, Rear disc brake, Ø 245 mm, seat height 845 mm, weight with a full tank 196 kg

Ducati Monster S4 RS
Two-cylinder four-stroke V-engine, bore / stroke 100 / 63.5 mm, 998 cm3, 96 kW (131 PS) at 9500 / min, 104 Nm at 7500 / min, steel space frame, double disc brake at the front, Ø 320 mm, Rear disc brake, Ø 245 mm, seat height 800 mm, weight with a full tank 206 kg

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