“Asking me about the most impressive experience in my racing career, you will make my mind wander back to the year 1939 on that classic island in the Irish Sea, where the world-famous Tourist Trophy has been held for almost a century against the toughest competition you can imagine in international motorsport.”

These were the words in 1948 of Georg “Schorsch” Meier in thinking back of his “most wonderful victory” which now lies 70 years in the past and has long become a legend – for Georg Meier was the first non-English rider to win the Senior Tourist Trophy on his BMW compressor machine. This outstanding victory marked the climax of a long development. BMW had started to test compressor technology in motorcycle racing back in the late ’20s and Ernst Henne’s world records in 1929 had clearly proven that BMW’s supercharged engines were able to offer the very best in power and performance.

Even though this new technology was not yet absolutely reliable at the time, with
BMW deciding to still use naturally aspirated engines in some races, the Company’s compressor engines already scored their first success on the road back in 1929: Hans Soenius in the 500-cc and Josef Stelzer in the 750-cc class brought home the first championships with supercharged engines in 1929. The second generation of BMW’s supercharged works motorcycles then made its appearance in 1935, now featuring a modern, welded tubular frame destined to enter series production just a year later in the BMW R 5 and R 6. Now equipped with two overhead camshafts driven in each case by a side shaft, the engine was a brand-new development, just like the foot-shift four-speed transmission.

1937/1938: success on the race track.

With Karl Gall and Ludwig “Wiggerl” Kraus standing out as the most successful riders in the early years, Otto Ley joined the BMW works team in the following season. It was also in the 1937 season that BMW’s machines were upgraded by fitting the rear wheel suspension already tested and proven in six-day races, thus setting off the last disadvantages versus the international competition. As a result, Gall and Ley soon became the most successful riders in the 500-cc class, and Jock West became the first English rider on the BMW Works Team, surprising everybody through his outstanding win in the Ulster Grand Prix in Northern Ireland. And had Karl Gall not been forced to retire while leading the European Grand Prix in Berne, Switzerland, BMW would also have won the European Championship decided for the last time this year in a single race.

BMW’s compressor machines scored their greatest success on the track in 1938, when offroad rider Georg Meier entered his first season on the tarmac, winning the German, Belgian and Italian Grand Prix as well as the Dutch Tourist Trophy and bringing home victory in Hockenheim, Nuremberg and in the Eilenriede Race. This, clearly, meant both the European and the German Championships.

But there were also bad days in 1938 – for example on the Isle of Man. BMW had sent three motorcycles to the Senior TT on the Isle of Man, with Georg Meier, English rider Jock West and Austrian Karl Gall on the starter grid. Gall suffered a severe accident in practice and Georg Meier was forced to retire on the very first lap due to a defective spark plug. The only good news was Jock West bringing home fifth place for BMW, improving his position over the previous year by one place in the final list of results.

Going for it: careful preparation for racing in 1939.

To quote Georg Meier, “this did not discourage us in any way in our plans to enter this challenging race with the same works team also in the years to come. So together with BMW’s small Racing Department we arrived in Douglas in good time, since the official practice sessions started fourteen days before the race. Early in the morning, at the break of dawn, we were already out there on the roughly 60-kilometre-long island track where people claimed that” only an English rider was able to win the race”. And believe me, the circuit with all its substantial challenges really demanded the utmost of the rider. The big advantage was that early in the morning the roads were absolutely empty, apart from the riders themselves, a few officials and the mechanics working untiringly on their jobs – the big crowd and all the spectators were not there yet.”

Still, BMW’s compressor machines from Germany were the subject of close scrutiny and observation – which is no surprise, considering that the Type 255 BMW RS 500 was not be underestimated: Displacing 492 cc, these outstanding machines developed 60 horsepower at 7,000 rpm thanks to their mechanical supercharger.

To keep the rider in control, properly handling all this power at such high speeds, the engines featured side shafts leading into the two cylinder heads where two overhead camshafts in each cylinder head controlled the gas cycle. Benefiting from low weight of just 138 kg or 304 lb, the compressor BMW had a top speed of more than 220 km/h or 136 mph, provided the rider was consistently crouching down over the machine. So within just a few hours after practice, the TT Magazine presented exact studies of the three riders and the speed recorded in each case.

Terrible news: Karl Gall killed in an accident.

The 1939 TT was a tragic event for Karl Gall, before the race had even started:
On 2 June 1939 Gall once again suffered a severe fall in practice on the jump over Ballaugh Bridge. And this time he was so badly injured that he died eleven days later. Once again, therefore, the Tourist Trophy had proven its reputation of being the toughest road race in the world.

Despite this tragedy, BMW decided to remain in the race. “But I was really under
great mental stress at the start, with each rider setting out in thirty-second intervals,” states Georg Meier in retrospect, looking back at 16 June 1939. Meier nevertheless rode a fantastic race, setting up a new lap record in the very first lap and leading the race ahead of his 42 competitors right from the start. In lap two he improved his own record once again, becoming faster and faster as the race continued: “I was able to complete the seven laps without any significant incidents and I received good news from the pits every time, so that I knew exactly what was going on. Filling up the tank twice in about 17 seconds, which allowed me to change my glasses and have a refreshing drink, went very well. And then, after 2 hours and 57 minutes, I at last saw the man with the blackand-white chequered flag waving me in as the winner. What I really wanted to do most at that point was literally kiss and hug my wonderful machine with its white-and-blue colours on the tank which, apart from all those flies on the wind deflector, still looked brand new, without the slightest trace of oil or any signs of the incredible race we had just been through.”

Meier’s average speed was exactly 143.723 km/h or 89.108 mph, again a sensation. As the next rider to cross the finish line, Jock West came in two minutes later on his compressor BMW, giving the Company a perfect one-two victory, especially as he was more than half a minute ahead of rider number three F.L. Frith on a Norton.

Beaten only by the rules.

Now, at the very latest, the BMW compressor machine was regarded as unbeatable. So when after World War II German riders were initially banned from international racing, they simply continued racing their compressor motorcycles in national events. And in most cases BMW finished right at the top, with Georg Meier on his compressor machine (which he had hidden in a barn during the War) bringing home all German championships from 1948–1950. During these four years the works racing machines saw a number of modifications before the last national race with compressor motorcycles took place on the Grenzlandring Circuit in September 1950. From now on German manufacturers and riders were once again able to enter international sports events, but here supercharged engines had been banned since 1945. So in response BMW converted some of the compressor machines to natural aspiration technology.

As a result of this ongoing development and modifications in the post-war years, hardly any of the works racing machines still in existence today are now in their pre-war condition. Even the works machine on display in the BMW Museum features the modifications made for the last few races. And while BMW knew the
whereabouts of a racing machine in pre-war trim, the famous owner of this motorcycle enjoyed the machine himself regularly at racing events and for years
would not even consider selling it: John Surtees, the only racing driver to win both the Formula 1 and the Motorcycle World Championship. He had bought the BMW in disassembled form in the early ’80s, restoring this unique machine in a painstaking process and with a clear focus on the original. But in the meantime this unique machine has returned to its first “home” and is regularly entered in historical events.

Acknowledgement: BMW Classic archives

Six-cylinder power units have always had particular appeal, offering not only supreme smoothness and refinement, but also superior power and performance as well as a truly emotional driving – or, in this case, riding – experience. A further point is that the typical sound of a straight-six almost like a turbine is absolutely incomparable, with straight-six power units at BMW having stood for fascinating engine technology in BMW cars for more than seven decades.

Looking at motorcycles, inventive engineers have also tried time and again to offer the enthusiast the thrilling concept of a straight-six power unit. But while a few engines in straight-six configuration have indeed been fitted in motor­cycles both lengthwise and crosswise, the straight-six has never really made a genuine breakthrough neither on production models nor in motorcycle racing.

Depending on the way the engine was fitted, six cylinders in-line inevitably made the engine either very long or very wide, creating disadvantages in terms of the running gear, weight distribution, and the centre of gravity. A further drawback was much higher engine weight usually setting off the benefits of extra engine power.

The BMW Concept 6 now proves that a straight-six, benefiting from the most advanced construction and production technology, may offer not only unique prestige, but also a supreme standard of riding dynamics.

The new BMW straight-six will further expand the K-Series in the foreseeable future. The first model to be introduced will be an innovative and luxurious BMW touring machine. Reflecting the tradition of the BMW K-Series, this will of course be a genuine top-of-the-line product.

Highly compact and dynamic six-cylinder.

The starting point for this dynamic introduction of the straight-six in the new Concept 6 from BMW Motorrad is of course the extremely compact form and configuration of the engine. The power unit is approximately 100 mm or 4″ slimmer than all former straight-six production engines and only a bit wider than a large-capacity straight-four with conventional technology.

The reduction in width is achieved in particular by the slightly over-square bore: stroke ratio with relatively long stroke and very small gaps between cylinders. To achieve this very compact configuration with minimum width, the electrical ancillaries and their drive components are positioned behind the crankshaft in the open space above the transmission.

High-tech lightweight construction in all areas serves to make the power unit relatively light from the outset, important components in this context being the two hollow-drilled camshafts and the very light connecting rods. The perfect compensation of masses ensured by the configuration and layout of the engine avoids the need for a balance shaft and its drive elements on the new straight-six, which again means lower weight and enhanced running smoothness.

In its layout, the straight-six featured in the Concept 6 follows the well-known straight-four in the K 1300 model series, again coming with cylinders tilted to the front by 55o. This ensures not only a low centre of gravity, but also very good weight balance as an element essential above all under sporting conditions for precise feeling and clear feedback from the front. A further advantage is that the tilted engine provides extra space for the aerodynamically positioned intake manifold directly above the engine and allows ideal configuration of the frame profiles following the flow of power.

The straight-six featured in the BMW Motorrad Concept 6 comes with dry sump lubrication. Apart from greater reliability even under extreme conditions, dry sump technology serves to keep the crankcase particularly low and flat, with the engine being fitted lower down and masses concentrated around the centre of gravity. Doing without an oil sump, the engine may be positioned far lower than on a conventional layout.

The oil reservoir is provided by an oil tank integrated at the rear of the engine block. This avoids the need for a separate tank, again helping to make the entire power unit more compact and reduce weight to a minimum.

Maximum supremacy in running refinement and performance.

Designed and laid out as a straight-six, the engine also opens up new dimensions in motorcycling in terms of supremacy, power reserves, performance and running refinement.

Output of the new six-cylinder will be in approximately the same range as on BMW’s 1.3-litre straight-four power units. Torque, on the other hand, will be right at the top of the range, even in comparison with the largest motorcycle engines, such superior power and muscle coming inter alia from engine capacity of no less than 1.6 litres.

The engine’s power and performance characteristics are equally impressive, offering 130 Nm or 96 lb-ft of torque from just 2,000 rpm and at the same time revving up almost to 9,000 rpm – a dynamic potential quite unparalleled in the tourer segment. This alone qualifies the engine of the Concept 6 as the ideal power unit for a wide range of different motorcycles.

Environmental compatibility and all-round economy re-defined.

The Concept 6 shows the absolute supremacy of its six-cylinder drive system also in ecological and economic terms. Fuel consumption of this six-cylinder naturally equipped with a fully controlled catalytic converter is lower than on a comparable four-cylinder under normal touring conditions. The use of E-gas technology (ride-by-wire) then offers further potentials for enhanced fuel economy and riding dynamics throughout a wide range of different riding modes and conditions. And last but not least in this context, the straight-six power unit featured in the Concept 6 offers long inspection intervals through the use of cup tappets controlling the engine valves.

Dynamic and powerful design in Café Racer style.

Supremacy and dynamism are also borne out clearly by the thrilling design of the Concept 6 and, as usual, this project from BMW Motorrad is more than “just” the attempt to develop a motorcycle of a kind never seen before.

Working on Concept 6, the designers at BMW Motorrad have therefore focused yet again on technical function and quality and, in particular, the emotional element bringing together man and machine. Their rule, quite simply, is that a motorcycle must not only follow the laws of functionality, but also arouse emotion in all its facets. In a nutshell, therefore, the machine must be simply thrilling.

Precisely this is why the design of the Concept 6 focuses in particular on the powerful straight-six engine as the heart of the machine. Conceived as a mixture of classic and modern styling elements in motorcycle construction, the Concept 6, with its long front end and short rear, takes up the design language of the legendary Café Racer. Powerful and muscular, the body elements extend around the power unit finished in a special platinum colour, presenting the engine almost adoringly from every angle.

Smooth and soft lines ensure fully organic integration of the power unit within the machine, while at the same time they create a powerful, exciting and dynamic contrast to the sharply contoured front and rear ends.

The so-called Split Face, a well-known design element of the latest models from BMW Motorrad, extends smoothly from the front of the fairing all along the top of the fuel tank made of carbon-fibre, again confirming the high technological standard of the Concept 6 and forming an exciting contrast to the outer shell in aluminium with its white layers. The division into three sections created by the Split Face is further accentuated at the front by the LED headlight integrated longitudinally in the machine in its rod shape and by the slender LED rear light extending far up into the seat hump.

The powerful and supreme character of the Concept 6 is also underscored by the six-chamber exhaust system complete with sidepipes and the strong presence of the intake ducts again finished in platinum look. Aerodynamic components such as the twin-tipped engine spoiler and the air guide elements derived from the design of the new S 1000 RR Supersports, on the other hand, bridge the gap between functional and clearly visible technology, on the one hand, and the soft and smooth design of other body elements, on the other.

Innovative suspension technology and equipment

The suspension of the BMW Motorrad Concept 6 is built around a light-alloy bridge frame as well as Duolever and lightweight Paralever arms holding and guiding the wheels front and rear. Seventeen-inch HP forged wheels as well as the extra-large brake system with its six-piston fixed callipers emphasise the sporting look of the new machine and its high level of technology.

The outstanding supremacy of the Concept 6 and its drivetrain is also reflected by details such as the instrument panel intentionally kept in minimalist design but nevertheless completely equipped with all the instruments and gauges required. While a digital display performs its usual function of clearly presenting road speed, there is intentionally no rev counter on account of the supreme flow of power at all speeds. So instead of a conventional rev counter, a LED display shows the rider at all times how much torque is readily available whenever required.

Here is a video of the bike

via : BMW

SIMPLE – light in weight, low on energy

Simple combines features and advantages from both automobiles and motorcycles. The concept owes its passenger cell to the car, providing protection from wind and weather as well as shielding the driver from exterior noise and offering occupants a high degree of safety in the event of an accident. The motorcycle inspired the slim design of the Simple (at just 110 centimetres wide) and its configuration for two people sitting one behind the other. Plus it boasts the dynamic driving style typical of a two-wheeler, allowing you to lean right into corners as desired. The designation “simple” is an acronym of the project name “A sustainable and innovative mobility product for low energy consumption”.

The BMW designers initially planned a small vehicle with low weight and minimal aerodynamic drag properties. Following a concept phase of several months, the pooled requirements and ideas gave rise in 2005 to a vehicle based on tilting technology. In contrast to other vehicle concepts in which only the passenger cell tilts during cornering, here all the driver has to do is determine a change in direction for the appropriate tilt to follow automatically. The stand-out feature of the Simple concept is that it activates the hydraulics only in exceptional situations, for example if the vehicle threatens to become unstable during extremely slow driving, when righting the vehicle during standstill or in extreme situations such as drifting. Otherwise, Simple rides like a motorcycle and, beyond natural gravity and gyroscopic forces, requires no energy whatsoever to lean into a corner. The passenger also benefits from this tilting technology as he feels no transverse forces and, particularly during rapid changes of direction, need not compensate for any lateral movements.

All that is needed to power this lightweight vehicle with a kerb weight of approx. 992 lbs is a 36 kW combustion engine. Acceleration from 0 to 60 mph is estimated at under ten seconds and the vehicle has an excellent drag coefficient of 0.18. Using the electric motor and the combustion engine, the Simple would need just 6 kWh (equivalent to .5 gallons) over 60 miles

CLEVER – cooperative driving pleasure

CLEVER is the acronym for “Compact Low Emission Vehicle for Urban Transport” and refers to a research project aimed at producing a low-emission, practical city vehicle. The CLEVER project was launched in 2002 as an initiative of Berlin’s Technical University, sponsored by the 5th Framework Programme of the EU Commission. Further research partners were the University of Bath, England, the Institut Français du Pétrole and the University of Natural Resources and Applied Life Sciences, Vienna. Involvement on the industry side came from Cooper-Avon Tyres Ltd., the ARC Light Metal Competence Centre Ranshofen GmbH, TAKATA-PETRI AG and WEH GmbH. The BMW Group took over the technological management and the construction of the chassis, interior and exterior. The design and the prototypes likewise came under the aegis of the BMW Group.

Being CLEVER means sitting one behind the other in a three-wheeled vehicle driven by a low-emission natural gas engine. And that adds up to low aerodynamic drag, minimal weight and a small road footprint: the research vehicle is around 3 metres long, 1 metre wide and 1.4 metres tall, weighs in at under 900 pounds and offers no more than a square metre of frontal area to the airstream. But being CLEVER also means enjoying the riding fun of a motorcycle coupled with the safety of a passenger car. To this end, the driver and passenger sit in a crash-optimised aluminium space frame with computer-controlled tilting during cornering, offering occupants a typical two-wheeler ride experience.

Focusing on the essentials of motorised travel in city traffic thus paved the way for new technologies and innovative solutions. The tilting technology, in particular, was then a novelty in this form: the single-cylinder engine along with the seamless CVT transmission are mounted in a subframe to which both rear wheels – controlled by swing arms – are attached. The connection to the front main frame is by a central pin with two hydraulic actuators. Depending on the driving situation, these ensure that the driver and passenger lean into corners by up to 45 degrees. It makes for driving that is free of transverse forces and, for the first time, is entirely computer-controlled.

The research engineers came up with a similarly unusual solution for the front steering, which is controlled by an H-shaped swing arm. To save space and weight on the one hand, while on the other creating a secure connection to absorb energy in a frontal collision, they developed a new kind of wheel hub steering. The pivot pin around which the wheel turns during steering is located inside the wheel hub, allowing the front axle to be attached to the swing arm flanges on both sides. When the driver turns the steering wheel – which, incidentally, comes from the BMW Z4 – a steering transmission with lever arm control transmits the steering commands. This not only prompts the wheel to turn but, depending on speed, also tilts the entire passenger cell into the corner.

A paramount aim of the CLEVER was to use a drive system with minimal emissions. The stipulation of low CO2 emissions in the region of .13 lbs per 62 miles was thus part of the brief from the start. The researchers opted for a fully developed single-cylinder engine with 230 cc displacement and output of 12.5 kW, powered by natural gas from two compressed-gas cylinders. The research vehicle accelerates from standstill to 40 mph in around 7 seconds, going on to a top speed of approx. 60 mph. The two gas cylinders each contain 3.75 lbs of CNG (Compressed Natural Gas) to provide a range of about 120 miles. That means it costs two people $1.5 to travel around 60 miles. The cylinders are also designed to be easily refilled at gas filling stations as well as at home.

On a par with eco-friendliness and energy efficiency, a high level of passive safety was among the principal requirements in the brief. As in a Formula One racing car, the main frame – weighing just over 130 lbs – constitutes the survival cell, while the front wheel and steering ensure a deformation path of some 35 centimetres to absorb sufficient energy in an impact. Thanks to special seat belts and a specially developed driver airbag, the research vehicle complied with the Euro NCAP crash test requirements for small cars at the time: even in a frontal collision at 35 mph, the three-wheeled prototype offered a secure survival cell.

Acknowledgment:- Material used in this article is sourced from BMW.

The BMW C1-E provides exemplary protection for its rider. This is ensured by the safety cell with the conspicuous roll-over bar which dynamically spans the rider seat in combination with the energy-absorbing impact element at the nose end. A further special point is that the C1-E rider wears a seat-belt. In the study this safety feature is highlighted by red belts and belt buckles.

Visually the concept vehicle expresses brand typical sheer driving pleasure and clearly distinguishes itself from typical scooter looks. Its lines are dynamically stretched and flow horizontally with a low visual centre of gravity. The fairing with its windscreen, the luggage space behind the rider and the side stand for effortless parking ensure high suitability for everyday riding combined with a high degree of wind and weather protection.

The electric motor employed in the study has been designed for city use and is based on components by the company Vectrix. The motor obtains its power from a lithium-ion battery and thus possesses sufficient power for mastering most inner-city traffic riding with ease. Alternatively the vehicle could also be equipped with an efficient, low-emissions internal combustion engine.

The safety features of the C1-E have been taken from the former BMW C1 and further enhanced. BMW’s avant-garde two-wheeler is regarded as a milestone in safety on two wheels. It is the only motorised single-track vehicle to be exempt from mandatory helmet wearing in almost all European countries.

This BMW Motorrad study is to remain the only model of its kind. Series production is currently not planned. Nevertheless, findings from the project will find their way into other future developments in the field of single-track vehicles.

eSUM stands for European Safer Urban Motorcycling. It is a cooperation project between major urban European motorcycling centres and motorcycle manufacturers. The cities currently involved in the project include Paris, Rome, Barcelona and London and the manufacturers are BMW and Piaggio.

The advantage of two-wheeled transportation is that it offers a great opportunity for improving the flow of traffic in urban locations. Moreover, it is environmentally friendly and lends itself to individualisation. However, the vast majority of accidents occur in urban traffic, in areas where 80 percent of the population live. The idea behind eSum is to look into ways of countering this trend. The joint goal is the identification, development, and practical demonstration of measures which are able to guarantee safe motorcycle and motor-scooter transport in the inner-city traffic of the future.

One of BMW Motorrad’s major concerns over the last twenty years has been the improvement of motorcycle safety. This was amply demonstrated by the consistent strategy which has led to the Motorrad ABS and continued with its long-term ongoing development. Only a few weeks ago, on August 31, the 1,000,000th BMW motorcycle with Integral ABS, a BMW K 1300 R, left the production line in Berlin-Spandau.

Since 2005, a series of further active safety features have been developed to enhance the safety BMW motorcycles still further: RDC Tyre Pressure Control, ASC Anti-Slip Control, the new Race ABS and the DTC Traction Control incorporated in the new BMW S 1000 RR, not to mention the innovative range of BMW Motorrad rider equipment.

Over and above this, BMW Motorrad is also conducting research into forward-looking rider assistance systems designed to increased road safety, as part of the ConnectedRide project. Features being looked at include cross-traffic and traffic-light assistance as well as a warning system for impending poor weather, road obstacles, an approaching emergency vehicle, or sudden braking manoeuvres.

Acknowledgment:- Material used in this article is courtesy of BMW

Rider Magazine has named BMW Motorrad’s F 800 GS adventure tourer its 2009 Motorcycle of the Year. The award announcement appears in the July 2009 issue of Rider Magazine, currently on newsstands.

“We are delighted to receive this prestigious award from Rider,” commented Pieter de Waal, Vice President, BMW Motorrad USA. “This recognition is a true credit to all those who played a role in the development of this bike and confirms why it has become so popular among riders today.”

Here is an excerpt of what the editors of Rider had to say about the BMW F 800 GS:
“BMW has been thinking way out of the box… and there is perhaps no better evidence than its unstoppable new F 800 GS adventure tourer. It’s taller and longer than the R 1200 GS Boxer twin, and not much lighter, but is far narrower with its upright parallel twin, and like the 1200 offers a tremendous amount of satisfying performance.

Chain final drive, 9 inches of suspension travel, a 21- and 19-inch front/rear spoked wheel combination and plenty of twin-cylinder torque give it much better off-road ability than its Boxer breatheren, yet the F 800 GS has enough on-road legs that you can haul down the highway from fill-up to fill-up in satisfactory comfort without stopping…. and starting at $10,520 the F 800 GS is priced $4,000 less than the 1200.

           
With a complete range of available adventure accessories (including great expandable locking hard bags, GPS and a low-seat option), as long as it suits your inseam and you don’t mind a little business now and then, it’s hard to find a more capable machine for a ’round-the-world adventure or just a run to the next town, on- or off-road.”

At the introductory race to the Superbike World Championship in Phillip Island / Australia, two BMW motorcycles will be in the starting line-up for the first time.

After recent tests in Portimao and Valencia, riders Troy Corser and Ruben Xaus are optimistic about the future and the mood in the BMW Motorrad Motorsport team is positive.

The racing bikes will be fairly close to serial production models, allowing for the greater audience identification characteristic of the sport. Behind the scenes meanwhile, production of the serial machine is getting underway: the BMW S 1000 RR.

The package of this completely newly developed motorcycle with its 999cc in-line 4-cylinder engine is very compact and light. The dry weight of the motorcycle is 183 kg.

Both its supreme performance figures and its outstanding riding properties make the BMW S 1000 RR an extremely attractive offer in the supersports segment.

The engine has a very compact cylinder head and is narrow in shape. The valves are activated by means of very small, light cam followers, virtually at Formula 1 level in terms of their dimensions. This construction ensures very high engine speeds and allows maximum freedom in engine design in terms of torque and output.

For the supersports bike BMW S 1000 RR, a completely newly developed sports ABS featuring four different modes as well as the dynamic traction control system DTC will be available. The functional principle of the traction control system has been borrowed directly from racing.

The distinctive design of the S 1000 RR reflects the general style of the segment but also clearly represents the brand BMW. The new S 1000 RR will be available in the four finishes Mineral Silver metallic, Acid Green metallic, Thunder Grey metallic and – based on the BMW Motorrad racing colours – Alpine White/Lupine Blue/Magma Red.

The serial production machine BMW S 1000 RR will be presented to the public in the early summer of 2009 but can already be ordered in dealerships. In 2009 the price of the S 1000 RR in Germany is 15,150 euros incl. VAT.

Here is the picture of the puppy !

As always enjoy and drive safe !

For many years now, BMW Group DesignworksUSA, a global design consultancy and subsidiary of the BMW Group, has attracted the interest of numerous industries through the creation of trend-setting design. In addition to the projects realized for BMW Group, some of the work that has been widely acknowledged over recent years has included innovative designs for the aviation industry, for which BMW Group DesignworksUSA has become a firmly established partner.

Last year the consultancy was also able to make a name for itself in the yacht industry with the design of an innovative luxury sailing yacht. One of the companies to which BMW Group DesignworksUSA drew attention was BAVARIA Yachtbau GmbH, one of Europe’s leading yacht manufacturers, and BMW Group DesignworksUSA was soon appointed a new design partner for the yacht builder from Giebelstadt. The first motorboat resulting from this joint collaboration, the Deep Blue 46, can be seen at the Düsseldorf Boat Show from 17th to 25th January 2009.

Here are the sketches and photos of the actual yacht. 

BMW Yacht Design - Side view

As always enjoy and ride safe !

Despite a weakened motorcycle market, BMW Motorrad USA reported a gain (0.6 percent) in 2008 sales compared to 2007.  Following a strong performance during each of the last six consecutive months, BMW motorcycle sales outperformed overall U.S. motorcycle sales, which dropped more than seven percent last year.  Both retail and wholesale performance during October 2008 established all-new BMW Motorrad USA records.  

“Our sustained success during these very difficult economic times speaks volumes about the strength of our brand, our new model initiatives and the quality of our dealers.” commented Pieter de Waal, Vice President, BMW Motorrad USA.  

BMW motorcycle sales were boosted by consumer interest in several new adventure/sport-oriented models – the upgraded BMW R 1200 GS and GS Adventure and the all-new BMW F 650 GS and F 800 GS enduro motorcycles;  the G 450 X sport enduro; and the HP2 Sport.

“The popularity of these new models demonstrates that more motorcyclists are embracing an adventure-sport lifestyle and seeking a modern combination of on- and off-road capabilities to explore roads less traveled,” added Mr. de Waal.  “We have just the right motorcycles for these riders.  We also have a great partner in BMW Financial Services which has allowed us to continue to finance consumers’ motorcycle purchases during these difficult financial times.”

This year, BMW Motorrad USA will introduce several new models to the U.S. market: the 2009 BMW K 1300 S — the most powerful street-legal bike offered by BMW, the 2009 K 1300 GT, and BMW’s all-new 2009 World Superbike contender, the S 1000 RR.

The videos of the K 1300 are  here 

In Europe, the sales where a bit down 101,685 vs 102,467 from 2007. 

Husqvarna Motorcycles, the second motorcycle brand of the BMW group, on the other hand grew by about a third.  Its the oldest motorcycle brand in the world still in active production and was taken over by the BMW Group towards the end of 2007. Growth stimuli here came mainly from overseas markets.

As always enjoy and drive safe.