The large fairing and fender combined with the sculpted tail yielded a drag coefficient of. To make up for the lack in power, the K1’s other “senses” were extra powerful:Īerodynamics: the most obvious upgrade is in the bodywork. No big deal in Germany, but in the US the disparity was obvious. BMW simply capped the power and sold the 100 hp bike everywhere (the US got a 95 horsepower version, thank you very much). Most manufacturers sold full-output machines in other markets and limited them when necessary. ![]() Why was BMW the K1 so weak? At the time, there was a voluntary 100 horsepower limit for motorcycles sold in several European countries, including Germany. You know those stories where someone loses one of their senses and the other ones become more powerful? Well, BMW crippled the 987cc K1 with 100 horsepower at a time when the Suzuki GSX-R1100 made 125, the Honda CBR1000F made 132, the Yamaha FZR1000 made 145, and the Kawasaki Ninja ZX-11 made 147. ![]() Here are my five biggest takeaways from my time with this fascinating German oddball. I got to spend a couple of hours with a BMW K1 this week, and while that isn’t enough time for a comprehensive breakdown, I thought it’d be nice to mix it up from the usual reviews of brand new stuff and reflect on a classic.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |