ページ1に含まれる内容の要旨
BMW
BMW Motorrad at the INTERMOT 2008.
Media
Information
Contents.
10/2008
Page 1
1. The new BMW K 1300 S.
1.1 Overall Concept and Features. .......................................................................................... 3
1.2 Drivetrain. ................................................................................................................................... 7
1 .3 Suspension and Running Gear. .....................................................................
ページ2に含まれる内容の要旨
BMW Media Information 10/2008 Page 2 4.3 The First-Generation Four-Valve Models. ....................................................................... 80 K1 K 100 RS K 1100 LT K 1100 RS K 1200 RS K 1200 LT K 1200 GT 4.4 The Second-Generation of Four-Cylinders. ................................................................... 84 K 1200 S K 1200 R K 1200 GT K 1200 R Sport
ページ3に含まれる内容の要旨
BMW 1. The new BMW K 1300 S. Media Information 1.1 Overall Concept and Features. 10/2008 Page 3 The signifi cantly updated and upgraded successor to the BMW K 1200 S is proudly celebrating its world debut at the 2008 INTERMOT motorcycle show: the new K 1300 S, the most powerful and fastest BMW the world has ever seen. As a milestone in the BMW Sports Encounter World and with engine output of 129 kW (175 hp) combined with overall weight of 254 kg (560 lb) including fuel, this truly supreme mo
ページ4に含まれる内容の要旨
BMW Media Information 10/2008 Page 4 As in the past, BMW, through the K 1300 S, offers the only sports motorcycle in this segment with a maintenance-free drive shaft. Featuring innovative top-end technology, optimum riding qualities, an even more dynamic look and performance enhanced to an unprecedented standard, the K 1300 S impressively renders the BMW Sports Encounter World, clearly maintaining BMW’s strong leadership in the upper sports segment. Concept optimised in riding dynamics and
ページ5に含まれる内容の要旨
BMW Media Information 10/2008 Page 5 developed, lower longitudinal arm now made of a forged aluminium alloy ensures an even more sensitive and transparent response, further enhancing the leadership of BMW Motorrad in the area of suspension technology. The spring/damper set-up is fi rmer than before also in the interest of even better feedback. The K 1300 S is available with second-generation Electronic Suspension Adjustment (ESA II) as an option, a further development and improvement of the
ページ6に含まれる内容の要旨
BMW Media Information 10/2008 Page 6 Firmer spring/damper set-up for even better feedback. • Supreme handling provided by optimised suspension geometry, • optimum mass distribution and a fully harmonised all-round concept. Pe rfect balance thanks to the low centre of gravity. • Ergonomically balanced seating position for a relaxed but active style • of riding. Electronically adjustable second-generation ESA II suspension and • ASC Anti-Spin Control as an option. N ew, innovati
ページ7に含まれる内容の要旨
BMW 1.2 Drivetrain. Media Information 10/2008 Page 7 The second generation of BMW Motorrad’s four-cylinder power units has been upgraded and updated in the interest of even more power and performance, extra torque, and supreme riding dynamics. Displacement of the four-cylinder inline power unit in the K 1300 S is up by 136 cc from 1,157 cc to 1,293 cc. Maximum output is 129 kW (175 hp) at 9,250 rpm, maximum torque of 140 Newton-metres or 103 lb-ft comes at 8,250 rpm. In absolute fi gures, th
ページ8に含まれる内容の要旨
BMW Media Information 10/2008 Page 8 The engineers at BMW Motorrad have skilfully eliminated the disadvantage of a relatively high centre of gravity on the engine inevitable with a conventional four-cylinder concept in typical BMW style. Precisely for this purpose, therefore, the cylinder axis of the K 1300 S power unit, as on the former model, is inclined to the front at an angle of 55°. This not only lowers the centre of gravity, but also helps to ensure a well-balanced distribution of w
ページ9に含まれる内容の要旨
BMW Media Information 10/2008 Page 9 In the process of upgrading the power unit of the K 1300 S, the engineers at BMW Motorrad have given particular emphasis to supreme riding qualities. Hence, the combustion chambers on the four-cylinder, the intake camshaft angle and the valve timing as well as the stroke of the outlet valves have been modifi ed accordingly, with the outlet valve springs being re-set from the ground up. Running in anti-friction bearings, the connecting rods are extra-light
ページ10に含まれる内容の要旨
BMW Media Information 10/2008 Page 10 model, drives two balance shafts positioned symmetrically in front of and behind the crankshaft via a gear drive, achieving a balance of no less than 86 per cent. The balance shafts turn twice as fast as the crankshaft. To minimise any noise or sound waves generated in the process, the balance weights are connected to the balance shafts by means of elastomer units. Extra-stiff cylinder/crankcase unit. Split horizontally along the middle of the cranksha
ページ11に含まれる内容の要旨
BMW Media Information 10/2008 Page 11 Out of the two overhead camshafts, only the exhaust shaft is driven by a tooth chain from the crankshaft. The intake camshaft, in turn, is driven by a gear drive coming from the outlet shaft. As a result, only one sprocket is required in the cylinder head, helping to ensure even more precise valve timing and keeping the cylinder head slender and compact. Mod fi ed exhaust valve springs and an optimised tightening mechanism on the timing chain take the n
ページ12に含まれる内容の要旨
BMW Media Information 10/2008 Page 12 The oil reservoir comes in a tank fi tted in the frame triangle behind the engine. A dual oil pump operating at the rear of the crankcase and driven by a chain from the clutch shaft draws in lubricant from the oil reservoir and feeds the compressed oil fi rst to the oil fi lter (main fl ow fi lter). Easily and conveniently accessible from outside, the oil fi lter is positioned on the lower left side of the crankcase. From there the compressed oil fl ows into t
ページ13に含まれる内容の要旨
BMW Media Information 10/2008 Page 13 into the cylinder head make the usual pipes superfl uous, with all remaining hoses leading to the radiator being kept extremely short. And with the engine requiring only two litres of coolant, the entire structure again helps to save weight. The patented radiator carried over from the K 1200 S is trapezoidal in shape and bent in its contours. Again helping to improve the centre of gravity, the radiator is fi tted at the front of the motorcycle beneath th
ページ14に含まれる内容の要旨
BMW Media Information 10/2008 Page 14 and easily and where individual gears with different ratios may also be interchanged as required. In series production, on the other hand, this concept provides the option to pre-assemble the entire gearbox as one unit, offering advantages in the assembly process. The dog-shift two-shaft gearbox is slender in design and extra-light. The gears are shifted by a shift cylinder, shift forks and sliding wheels to create a positive engagement. The gearbox has
ページ15に含まれる内容の要旨
BMW Media Information 10/2008 Page 15 The fi nal drive comes with gears adapted to the higher torque of the engine as well as optimised bearings. The loss of effi ciency resulting from two joints in the drive shaft is often overestimated and in reality amounts to only a few per cent. Studies show that as of a certain degree of wear and a certain amount of dirt on the surface, chain drive develops sign fi cantly greater friction reducing the effi ciency of the drive system accordingly, whereas
ページ16に含まれる内容の要旨
BMW Media Information 10/2008 Page 16 The principle of Alpha-n management with indirect control and monitoring of the air drawn in via the throttle butterfl ies at a specifi c angle and engine speed has been upgraded to provide the new concept of torque-based engine management. The engine operating point is based in all cases on engine speed and the angle of the throttle butterfl y determined by a potentiometer. Then, taking additional engine and ambient parameters into account (including the
ページ17に含まれる内容の要旨
BMW Media Information 10/2008 Page 17 With various functions being integrated and combined with one another, the entire fuel supply system is extremely light. The three-piece injection rail is made of plastic and comprises the fuel pressure sensor. The rod-shaped high-energy ignition coils housed in the cylinder head, fi nally, help to make the engine management system even more effi cient. High compression and knock control for enhanced fuel effi ciency. Fuel consumption of the K 1300 S at 90
ページ18に含まれる内容の要旨
BMW Media Information 10/2008 Page 18 In the process the intake air fl ows past two separate paper air fi lters newly developed for the K 1300 S and merging at the end of the funnels just where they lead into the airbox. To ensure simple and straightforward service, the paper air fi lters are easy to reach after removing the side panels on the fairing. Apart from the modern cyclone oil separator serving to purge the engine, the airbox also contains the newly confi gured idle system. In order to
ページ19に含まれる内容の要旨
BMW Media Information 10/2008 Page 19 nevertheless in full conformity with legal standards. And last but certainly not least, the hexagonal shape of the muffl er allows the rider to lean over to a low angle in bends for a sporting style of riding pleasure. The entire muffl er system made of stainless steel weighs a mere 9.4 kilos/20.7 lb (K 1200 S: 10.4 kilos/22.9 lb) and is therefore the lightest and most compact exhaust system with a fully controlled catalytic converter in this segment of t
ページ20に含まれる内容の要旨
BMW 1.3 Suspension and Running Gear. Media Information 10/2008 Page 20 Innovative suspension technology with optimised suspension geometry, springs and dampers. The suspension geometry of the new K 1300 S has been upgraded in the interest of even more neutral behaviour in bends and an even higher standard of agility. This is achieved by modifying the wheel carrier in its production process and by the use of a Duolever with a newly designed lower longitudinal arm. With the K 1200 S entering
