Wudo-BMW 1170 Drago


Wudo-BMW 1170 Drago

Wudo-BMW 1170 Drago

Dragonal in the morning…

…Elmex in the evening. In between, pure spring fever and the breath of fresh airflow. The Wudo 1170 Drago provides reliable and lasting protection against boredom.

Crime scene home route. Been driven a hundred times, this damned turn. First wavy, orange-skinned asphalt, on which the chassis when
Braking has to take a beating,
then a nasty kink at the apex. Two radii in one. The speedometer shows 100 km / h. The stoppers of the Drago Speed ​​suck up like an implosion. The spring elements work as if the road surface and tire rubber were magnetic north and south poles. Turn in gently, down into an inclined position. The Drago follows the gaze of the extremely precisely
Driver, submits to every tiny steering command without resistance. Now the turn is closing. Another sharp bend, the footrest scratches, nevertheless complete confidence. Exit bends, carefully tighten the throttle cable and just enjoy.
The Drago pushes unrestrainedly, eagerly increasing it at 5000 rpm compared to an equally double-ignited BMW R 1150 R Rockster. A proud eleven horsepower more, i.e. 96, the Drago pushes at 7900 rpm compared to the Rockster. And is even ready to turn up to 8300 rpm despite the red range, while the limiter puts an end to the hustle and bustle on the Rockster.
The Dortmund specialist Wudo
(Telephone 02301/91880) made a lot of effort for the additional service. In the engine of the 1170 Drago, a tuned R 1150 R, a specially balanced one rotates
Crankshaft plus connecting rod of the R 1200 C. This increases the stroke by 1.5 millimeters to 73 millimeters ?? the total displacement increases to 1170 cm3. The same value as with the R 1200 C.,
the manufacturer BMW advertises marketing as the 1200. However, the increase in displacement is not solely responsible for the increase in performance.
The cylinder heads were machined in favor of a higher flow speed and therefore a better degree of filling of the combustion chambers. Lighter and modified pistons increase the compression to 11.9: 1. Furthermore, camshafts with modified control times, double ignition and an adapted map are used. Wudo indicates 105 optimistic horsepower. 96 gather on the MOTORRAD test bench.
No matter. The engine hangs very cleanly
on the gas and marches with primal force through the speed spheres. Feels somewhere between 5000 and 8000 rpm
he is most comfortable. And literally catapults the Drago forward. An event that you wouldn’t expect from a good BMW in this form. The last pieces of the puzzle for the perfect driving experience are, on the one hand, the assembled Bridgestone
BT 010. They harmonize fantastically with the chassis, guide the 246 kilograms choreographically exactly in harmony with the steering impulses and enable any lean angle. On the other hand, the optimally coordinated Wilbers spring elements ward off almost any attack and guide both wheels on the ground with unconditional obedience. So much fun comes at a price. The engine tuning eases the account by around 3900 euros. In addition, the fuel must be from Shell.
NOnly the expensive, 100-octane V-Power is supposed to prevent annoying knocking in the full load range. Marginalia compared to the certainty of enjoying the fever of spring in all seasons.

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Wudo-BMW 1170 Drago

Wudo-BMW 1170 Drago
Dragonal in the morning…

BMW conversions – bad boxers

Three exclusive BMW tuning boxers in the test: Fallert-GS 1150 motorbike, Wudo-Drago
1170 and HPN R 900 RR.

BMW drivers don’t dream of tuning, dream at most of the new flip-up helmet, of course only from the BMW accessories program ?? because of all cliches. The reality is very different. Representing a very lively BMW tuner scene, MOTORRAD got to know three extraordinary boxers who have a tough job: Example one: the R 1150 GS from Fallert from Achern in Baden (phone 07841/62050). For decades it has been a place of pilgrimage for everyone who wants an individual boxer, regardless of whether they are two- or four-valve. For the performance increase of an R 1150 GS from the not exactly exhilarating 85 hp to 98 hp, Fallert charges 1765 euros. And that with a seal: a two-year guarantee on the conversion of a new motorcycle and twelve months on a used motorcycle. If you want it more exclusive, you can have the chassis remodeled in addition to the engine. The complete conversion to a technically solidly made fun bike has its price: 18551 euros including 17-inch wheels ?? they come from the R 1100 S ?? and the aforementioned increase in performance. All renovation measures are TÜV-compliant, i.e. can be registered by means of an expert opinion. This is praiseworthy because something like this is by no means commonplace in the scene. Fallert relies on a classic recipe for his performance cure. Shortened cylinders reduce the overall width, special pistons increase the compression to 11.3: 1 (series 10.3: 1). Specially designed camshafts ensure sharper control times, a rear silencer from Phonix Remus spreads a pleasantly muffled, but by no means loud sound. Fallert promises not only more peak performance, but also greater torque over the entire speed range. However, his boxer doesn‘t quite live up to this claim. You miss the incomparable punch from the lower rev range that characterizes a series GS. But with which one can live quite well. A slack from 4300 to 5300 rpm that is clearly visible in the diagram and noticeable on the road weighs more heavily. The tuning boxer lacks up to ten Newton meters of torque in this area compared to the standard engine. However, the tuned GS is not built for slugging. The boxer then lets his muscles play over 6000 rpm. The Fallert GS turns almost with relish up to the limiter. Real 94 PS and 102 Newton meters of maximum torque are only just below the specification, they inspire the massive twin to a top speed of 210 km / h. A GS with a completely different character that yearns for revs. And after that, horse and rider actually crave it all the time. Seen in this way, the second part of the conversion, the 17-inch wheelset, is a useful addition to the engine tuning. Available from 1195 euros, also with TÜV approval. The conversion not only reduces the seat height, the smaller wheels harmonize really well with the standard chassis. As an alternative, Fallert offers suspension elements from Wilbers or Ohlins, but the series parts are already at a high level, which is evident precisely because the test machine was fitted with an extreme tire that places high demands on the chassis: Michelin Pilot Race in the road-legal H2 -Mixture ?? It couldn’t be more radical at the moment. Certainly problematic for a cold start, but after a careful warm-up phase, the Michelin rubbers claw their way into the ground so hard that they inspire endless confidence. No trace of unrest in the chassis, wonderfully neutral steering behavior, no annoying righting moment when braking in an inclined position, plus really formidable handling. Even on heavily furrowed asphalt the GS behaves confidently, fears that it would march after every wave are completely unfounded. Buyers of a Fallert GS should hardly be bothered by the fact that the off-road capability is finally over. Conclusion: Fallert-BMW R 1150 GS, an exclusive fun motorcycle that anticipates the eagerly awaited new edition from Munich ?? maybe the 17 inch wheels too.

HPN-BMW R 900 RR – The blue roar

It makes noise like a 7.4-liter dragster, while under the mighty tanks of the HPN-BMW there is a boxer only 900 cm3 in size.

Is it because of the almost unbelievable pressure waves that the practically undamped exhaust throws into the open? Or maybe because of the adrenaline rush that creates a tingling excitement with every burst of gas? Gerry Wagner, measurement expert at the editorial team, seems confused: every time he turns up the two-cylinder on the MOTORCYCLE test stand, all the hairs on his forearms stand up. What roars so infernally is the original factory boxer, which BMW last used in 2001 at the Dakar and the Tunisia rally. A pure racing machine in full racing regalia. Unfortunately, the last race was without the desired success, after the falls of Joan Roma, John Deacon and Jimmy Lewis, only the then young driver Cyril Despres, now one of the top stars of the rally scene, crossed the finish line. Then the desert boxers were finally over, the Bavarians ended their mission. Although it was a real works outing for the Munich team, the rally racers were set up by the specialists from HPN (phone 08571/5300). Therefore, today everyone can buy such a nice toy. Theoretically. In practice, however, the average boxer fan is ruled out, the hurdle of a measly 80,000 to 90,000 euros for a one-to-one replica with all the goodies and gimmicks is quite high. The price is not explained by the enthusiast value, but simply by a huge amount of meticulous work that the construction of such racing prototypes requires. Even the base has nothing to do with a series GS. The less stress-resistant tubing of the 1150 GS had to give way to a stiff, but light tubular space frame. An upside-down fork from WP also replaces the Telelever, which is hardly suitable for tough off-road use. A typical BMW feature, however, remained untouched: the cardan drive with the single-arm Paralever swing arm, naturally made by HPN, to which the progressive WP shock absorber is directly linked. Inside the four-valve boxer, the specialists also left no stone unturned other. The target was 900 cm3, which means that the weight limit required in rallying has dropped to 190 kilograms, while larger machines have to weigh at least 200 kilograms. As the displacement increases, so do the masses of all moving parts; from the valve to the titanium connecting rod, everything is trimmed for lightweight construction. The standard injection gave way to two classic Bing equal pressure carburetors. Simple mechanics are safer than high-tech electronics in the Sahara. The top performance is enough in the desert even for fast stages, anywhere at 90 to 100 hp, even hardened full-throttle professionals have their voluntary power limitation in mind. With 86 hp, the »used machine« no longer quite delivers the nominal peak performance, well-running engines should push up to 97 hp. Nevertheless, the wonderful characteristics are impressive, very soft and phenomenally controllable, the boxer comes in with powerful thrust and full traction from the very bottom. At the same time, it can explode viciously in the middle and, if necessary, turn into the Brelimiter at just under 9000 rpm. The HPN has even survived 10,500 tours on the test bench. Speeds at which a series engine throws off the rocker arms. The fact that, by the way, the clutch is easy to operate, that the gears of the five-speed gearbox made by Getrag slide smoothly, rounds off the picture. As loud as he roars, this boxer behaves tame. The suspension also has a soft effect, even when the tank is almost empty it hits the stop after jumps. Cyril Despres clearly attached importance to comfort. Without the ballast full of tanks, the factory machine is incredibly manageable, the huge dimensions are quickly forgotten. One wonders why the boxer era in rallying ended. It was certainly not due to the material.

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