Presentation of endurance racing motorcycle from BMW

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Presentation of endurance racing motorcycle from BMW
BMW

Presentation of endurance racing motorcycle from BMW

Back in the ring

Henry Maske isn’t the only boxer to get back into the ring after a long break from competition. BMW has built a racing machine based on the R 1200 S for the Endurance World Championship.

D.he Boxer Cup does not count. Or at best as half a race commitment. Because a lot of identical motorcycles racing against each other emphasize one-sidedly the driving aspect of racing. The technology, the competition between manufacturers, engineers and concepts are hidden from the start. Those who, like BMW, keep to themselves in the Boxer and Power Cup years admit that the competition is unreachable for them.
In this respect and in view of the technical requirements of a boxer engine, which are not exactly conducive to competitive top performance and aerodynamics, the Bavarians’ latest decision seems all the more courageous: For the first time since 1957 they are contesting a road racing series with a works team, the Endurance World Championship. From the very first race, the Le Mans 24 Hours, which will start on April 21st and 22nd. And that with a motorcycle that, compared to the series machine, a R 1200 S, has been refined and refined in many ways, but nowhere does not depart from the design principles specified by the series. The racing boxer has no chain drive, no water cooling and no conventional telescopic fork, although such a variant has also been tested.

In the literal and figurative sense, the cylinder heads that BMW calls new stand out from the many modified parts. What is actually new is not revealed, but given the around 140 hp that the engine is said to have via intricate information channels, it must be the shape and cross-section of the ducts, the size of the valves and the shape of the combustion chamber. Additional oil spray nozzles may be used in the outlet area for better heat dissipation. In any case, two instead of one standard oil cooler are used.

In principle, the valve train remains the same, it has only been revised with a view to higher speeds, i.e. it has been made easier as far as possible. It can be doubted that BMW uses titanium valves throughout. At least the exhaust valves are likely because of the expected
consist of steel at high temperatures. As in the series with sodium filling, again for better heat dissipation. The valve covers made entirely of carbon make a contribution to easier handling that should not be underestimated. So far off the center line of a motorcycle, every gram saved is worth pure gold.

The exhaust system with double interference pipes in the manifold area shows a lot of care in the tuning. As it should be among racers, it is made of titanium; In the combination of careful workmanship and the lack of beauty polish, it shows a functional aesthetic typical of many racing parts. The hardware in the inlet area, including the throttle valve diameter, remains standard, of course, the ignition / injection control had to be readjusted to the greatly changed conditions and requirements.

The first thing you notice on the chassis are the ingredients that are typical for long journeys. Swiveling front axle and brake calliper mounts with milled cones for quick attachment of the stand make it possible to swap the front wheel in a few seconds. In various photos, this bike has, in addition to the Brembo 305 brake discs, a sensor rim like on an ABS motorcycle, a sensor cable can be seen at the rear. In fact, the standard sensors are used for the
Data recording and / or a modified form of the ASC slip control are used. BMW will not announce more details until Le Mans. In any case, the long-distance boxer does not have an ABS.

Only at second glance does the viewer notice that the frame has been modified in the area of ​​the swing arm mounting, and the rear frame is also different from the series. Solid looking “triple clamps”, stronger Telelever sliding tubes and
Ohlins struts front and rear complete the chassis modifications. The trailing arm of the telescopic arm and the swing arm remain as standard. BWM probably has rear axle drives with different ratios ready; Experienced mechanics then hardly need any longer to change the gear ratio than with a motorcycle with chain drive. The single-sided swing arm, especially with a central axle nut like the long-distance boxer, is the best thing that can happen to you when it comes to changing wheels.

How the standard design can cope with the stresses of racing remains an exciting question. When running a K 1200 S in Nardo, MOTORRAD has around 100 degrees on the rear axle drive
measured in cool weather. The BMW engineers probably forego the rubber protection over the rear universal joint in order to direct more cooling air to the final drive.

Without the final paintwork being shown, the redesigned cladding and the delicate, self-supporting frame rear made of carbon give the marathon boxer a very dynamic appearance. It goes with the fact that he was very emaciated. When fully fueled ready to drive, it should weigh 23 kilograms less than the production motorcycle. That would be 195 kilograms, mind you with a full 23-liter tank. Nobody at BMW is seriously contesting the assumption that such a motorcycle will be turned into a splendid HP2 model. And after the HP2 Enduro, a name for it comes to mind: HP2 Endurance.

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