BMW K1
 |
|
| Manufacturer | BMW |
|---|---|
| Production | 1988–1993 (6,921 units) |
| Predecessor | K100 |
| Successor | none |
| Class | Sport touring |
| Engine |
Type: 987 cc liquid-cooled longitudinal four-cylinder |
| Bore / stroke | 67 mm × 70 mm (2.6 in × 2.8 in) |
| Compression ratio | 11.0:1 |
| Power |
Standard 100 hp (75 kW) @ 8,000 rpm USA 95 hp (71 kW) @ 8,000 rpm |
| Torque | 74 lb·ft (100 N·m) @ 6,750 rpm |
| Transmission | Close-ratio five-speed; Shaft drive |
| Brakes | Front: Twin 305 mm disc with four-piston Brembo callipers Rear: Single 285 mm disc Optional ABS |
| Wheelbase | 1,565 mm (61.6 in) |
| Dimensions |
L: 2,160 mm (85 in) W: 720 mm (28 in) H: 1,170 mm (46 in) |
| Seat height | 780 mm (31 in) |
| Weight | 234 kg (516 lb) (dry) |
| Fuel capacity | 22 l (4.8 imp gal; 5.8 US gal) (including the 4 l (0.88 imp gal; 1.1 US gal) reserve) |
| Fuel consumption | 44 mpg‑imp (6.4 L/100 km; 37 mpg‑US) to 55 mpg‑imp (5.1 L/100 km; 46 mpg‑US) |
Type: 987 cc liquid-cooled longitudinal four-cylinder
Valve Train: DOHC; four valves per cylinder
Carburetion: Bosch electronic fuel injection
The BMW K1 is a motorcycle that was designed by BMW as a high-speed sports-tourer, designed to change the motorcycle media and buying public's mind of BMW as only a manufacturer of flat-twin tourers.
Based on the previously introduced BMW K100, the K1 was designed for comfortable high-speed autobahn cruising at speeds of up to 150 mph (240 km/h). The radical aerodynamic design was a seven piece glass fibre structure, creating a class leading drag coefficient of 0.38. It was mated with a stiffened chassis, that included a single sided Paralever swingarm, designed to stop shaft drive induced pitch and dive under heavy acceleration and braking, the first use of this on a K-series bike.
Although expensive and either loved or hated, and with some of its early technology either working in use or not—the enclosure created excess heat buildup, while the long wheelbase created a 22 ft (6.7 m) turning circle—the short production run created the result that the motorcycling press and public never had the same view of BMW motorcycles again.
Through the need to meet proposed European Union legislation on emissions regulation, BMW had started to develop an alternate technology to its traditional flat-twin engines with the introduction of the 1,000 cc BMW K100 from 1983 to 1992. Led by Josef Fritzenwenger and Stefan Pachernegg, the team developed a design prototype based on a liquid-cooled Peugeot car engine. In the base design of the K100, the engine was laid on its side in line with the motorcycle frame, known as a longitudinal four, with the crankshaft on the right hand side of the motorcycle, with the cylinders, pistons, camshafts, injectors and spark plugs on the left hand side. This arrangement keeps the centre of gravity relatively low, which benefits handling.
The K100 was still a cruiser/tourer design in bias, and BMW marketing wanted a sports oriented tourer to appeal to a more youth oriented market perception, and compete with the Japanese factories. BMW was committed to the manufacturer imposed 100 bhp (75 kW) limit for motorcycles sold in Germany, so decided that to address both issues it needed to turn to aerodynamics to solve the problem.
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Wikipedia